VIM Airlines MOE

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MAINTENANCE ORGANISATION
Issue: 01 Rev.: 00
EXPOSITION
Effect.:01.11.2008
Limited Liability Company
“VIM Airlines”
MAINTENANCE ORGANISATION EXPOSITION

EASA Approved Maintenance Organisation
Reference: EASA.145.0410
MOE LLC “VIM Airlines”

holder:
Address: Administrative facilities:
Moscow, Russia,
109052,
Novokhokhlovskaya street, Building 23/1
Phone: +7 (495) 783-00-88
Fax: +7 (495) 783-00-87
The legal address:

Moscow, Russia,127238,
Dmitrovskoe shosse, Building 46/1
Phone: +7 (495) 777-48-58
Maintenance Repair Station:

Airport Domodedovo,
Domodedovo District, Moscow Region,
142015, Russia,
Phone: +7 (495) 795-35-04
Fax: +7 (495) 967-83-63 (ext. 22886)
Email : info@vim-avia.com
Web : www.vim-avia.com
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0.1 TABLE OF CONTENT
PART 0 GENERAL
0.1 Table of contents

0.2 List of effective pages
0.3 List of issues/amendments
0.4 Amendment page
0.5 Distribution list
0.6 MOE revision acknowledgement list of effective pages
0.7 Preface
0.8 Abbreviations
PART 1 MANAGEMENT
1.1 Corporate commitment by the Accountable Manager

1.2 Safety and quality policy
1.3 Management personnel
1.4 Duties and responsibilities of the management personnel
1.5 Management organisation chart
1.6 List of certifying staff
1.7 Manpower resources
1.8 General description of the facilities at each address to be approved
1.9 Organisation intended scope of work
1.10 Notification procedure to the competent authority regarding changes to the
organisation’s activities/approval/location/personnel.
1.11 Exposition amendment procedure including, if applicable delegated procedures.
PART 2 MAINTENANCE PROCEDURES
2.1 Supplier evaluation and subcontract control procedure.

2.2 Acceptance/inspection of aircraft components and material from outside
contractors.
2.3 Storage, tagging and release of aircraft components and material to aircraft
maintenance.
2.4 Acceptance of tools and equipment.
2.5 Calibration of tools and equipment.
2.6 Use of tooling and equipment by staff (including alternate tools).
2.7 Cleanliness standards of maintenance facilities.
2.8 Maintenance instructions and relationship to aircraft/aircraft component
manufacturers' instructions including updating and availability to staff.
2.9 Repair procedure.
2.10 Aircraft maintenance programme compliance.
2.11 Airworthiness directives procedure.
2.12 Optional modification procedure.
2.13 Maintenance documentation in use and completion of same.
2.14 Technical record control.
2.15 Rectification of defects arising during base maintenance.
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2.16 Release to service procedure.

2.17 Records for the operator.
2.18 Reporting of defects to the competent authority/operator/manufacturer.
2.19 Return of defective aircraft components to store.
2.20 Defective components to outside contractors.
2.21 Control of computer maintenance record systems.
2.22 Control of man-hour planning versus scheduled maintenance work.
2.23 Control of critical tasks.
2.24 Reference to specific maintenance procedures such as - Engine running
procedures, Aircraft pressure run procedures, Aircraft towing procedures, Aircraft
taxying procedures.
2.25 Procedures to detect and rectify maintenance errors.
2.26 Shift/task handover procedures
2.27 Procedures for notification of maintenance data inaccuracies and ambiguities,
to the type certificate holder.
2.28 Production planning procedures
PART L2 ADDITIONAL LINE MAINTENANCE PROCEDURES
L2.1 Line maintenance control of aircraft components, tools, equipment etc.

L2.2 Line maintenance procedures related to servicing/fuelling/de-icing etc.
L2.3 Line maintenance control of defects and repetitive defects.
L2.4 Line procedure for completion of technical log.
L2.5 Line procedure for pooled parts and loan parts.
L2.6 Line procedure for return of defective parts removed from aircraft.
L2.7 Line procedure control of critical tasks.
PART 3 QUALITY SYSTEM PROCEDURES
3.1 Quality audit of organisation procedures.

3.2 Quality audit of aircraft.
3.3 Quality audit remedial action procedure.
3.4 Certifying staff and category B1 and B2 support staff qualification and training
procedures.
3.5 Certifying staff and category B1 and B2 support staff records.
3.6 Quality audit personnel.
3.7 Qualifying inspectors.
3.8 Qualifying mechanics.
3.9 Aircraft or aircraft component maintenance tasks exemption process control.
3.10 Concession control for deviation from organisations' procedures.
3.11 Qualification procedure for specialised activities such as NDT welding etc.
3.12 Control of manufacturers' and other maintenance working teams.
3.13 Human factors training procedure
3.14 Competence assessment of personnel.
PART 4
4.1 Contracted operators.

4.2 Operator procedures and paperwork.
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4.3 Operator record completion.
PART 5
5.1 Sample of documents.

5.2 List of Sub-contractors as per 145.A.75 (b).
5.3 List of Line maintenance locations as per 145.A.75 (d).
5.4 List of contracted organisations as per 145.A.70(a)(16).
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0.2 LIST OF EFFECTIVE PAGES
Date of Date of Date of Date of

Page Issue Rev Page Issue Rev
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0.3 LIST OF THE ISSUES/AMENDMENTS
MANUAL NAMЕ: ________________________________________________________

Название документа в который внесены изменения
______________________________________________________________________
MANUAL / DOCUMENT IDENTIFICAТlON NUMBER:___________________________
Идентификационный номер документа
MANUAL ASSIGNEE / LOCAТION __________________________________________
Место хранения документа
REV. # REV.DATE DAТЕ REVISION REVISED ВY

№
INSERTED ФИО лица внесшего
Изменен Дата изменения
Дата проведения изменения изменение
ия
0 01.11.2008 01.11.2008 M. Popov
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0.4 AMENDMENT PAGE
Revision No: ___________
Type of amendment / change: Minor Major
Pages cancelled Pages inserted Contents

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0.5 DISTRIBUTION LIST
Number of the copy Name of Holder

01 EASA
02 DGAC
03 Quality Assurance Manager
04 Accountable Manager - Technical director
05 Maintenance Repair Station in DME
06 Technical Library
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0.6 MOE REVISION ACKNOWLEDGEMENT
MANUAL I DOCUMENT NAME: ______________________________________
NEW REVISION NUMBER: _____________ NEW REVISION DAТЕ: ____________
MANUAL I DOCUMENT NUMBER: ________________________________________
ASSIGNEE NAME I LOCATION:___________________________________________
NAME OF PERSON INCORPORATING ТНЕ REVISION:_______________________
DАТЕ MANUAL I DOCUMENT REVISED:___________________________________
(Return this MANUAL / DOCUMENT REVISION ACKNOWLEDGEMENT FORM to the

repair station Accountable Manager оr designee.)
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0.7 PREFACE
This MOE has been prepared in accordance with the current regulations of EASA Part 145
and the quality policy of VIM Airlines. The MOE contains detailed information and
instructions pertaining to Maintenance, Staff and Quality.
Contents of this MOE are the means of ensuring to fulfill the requirements of the EASA.
Each copy of MOE has an individual number on the exposition cover page. A Distribution
List contains information about of the MOE holders.
Master MOE (Copy No 01) is maintained by the Quality Assurance Manager.
Records of amendment and pages inserted to MOE will be sent to all MOE holders at the
same time.
QA Manager will be responsible for control and receipt of any amendments / changes and
their approvals by the EASA.
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0.8 Abbreviations
A.A. Aviation Authority or Aviation Administration

A/C Aircraft
AC Advisory Circular
AD Airworthiness Directive
AFM Aircraft Flight Manual
ALI Airworthiness Limitation Item
AM Accountable Manager
AMC Acceptable Means of Compliance
AMM Aircraft Maintenance Manual
AMO Approved (EASA Part -145) Maintenance Organization
AMP Aircraft Maintenance Program
AMS Aircraft Maintenance System
AOG Aircraft On the Ground
AP Airframe and Power plant
APU Auxiliary Power Unit
ATA Air Transport Association
BN Butch Number
CD Compact Disk
CDCCL Critical Design Configuration Control Limitation
CDL Configuration Deviation List
CLB Cabin Log Book
CMM Component Maintenance Manual
CMR Certification Maintenance Requirements
CRS Certificate of Release to Service
CWAD Contracts & Warranty Administration Department
DGAC Direction Generale de l’Aviation Civile
DME Domodedovo Airport
DOA Design Organization Approval
EASA European Aviation Safety Agency
EC European Commision
ECM Engine Condition Monitoring;
EO Engineering Order
ETOPS Extended Twin Engines Operation
EU European Union
EWO Engineering Work Order
FAA Federal Aviation Administration
FAP Federal Aviation Rules of Russian Federation
FAR Federal Aviation Regulations
FC Flight Cycles
FH Flight Hours
FIM Fault Isolation Manual
GFB Ground Finding Book
GM Guidance Material
GSAC Groupement pour la Securite Aviation Civile
IATA International Air Transport Association
ICAO International Civil Aviation Organization
IFSD In-flight shut down
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ID Identification
IPC Illustrated Parts Catalogue
ISO International Organisation for Standartisation
JAA Joint Aviation Authorities
JPM Joint Procedure Manual
LRU Line Replaceable Unit
MCC Maintenance Coordination Centre;
MD Material Department
MEDA Maintenance Error Decision Aid
MEL Minimum Equipment List (operator’s document)
MJC Maintenance Job Card
MJO Maintenance Job Order
MMEL Master Minimum Equipment List
MOE Maintenance Organisation Exposition
MP Maintenance Program
MPD Maintenance Planning Document
MRB Maintenance Review Board
MRO Maintenance Repair Organisation
MRS Maintenance Repair Station
MSI Maintenance Significant Item
NAA National Aviation Authority
NDT Non Destructive Test
NTO No Technical Objection
P/N Part Number
PFI Pre-flight Inspection
PMR Part Material Request
PPCD Production Planning and Control Department
PW (P&W) Pratt & Whitney
QA Quality Assurance
QAM Quality Assurance Manager
QC Quality Control
QD Quality Department
QMS Quality Management System
RCAA Russian Civil Aviation Authority
REF Reference
RR Rolls Royce
SAFA Safety Assessment of Foreign Aircraft
SB Service Bulletin
S/N Serial Number
SRM Structural Repair Manual
SSI Significant Structural Item
STC Supplement Type Certificate
TC Type Certificate
TCA Transport Canada Administration
TCH Type Certificate Holder
TD Technical Department
TLB Technical Log Book
TR Temporary Revision;
TSN Time Since New;
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TT Total Time;
VCO Visual Check Order;
UTC Coordinated Universal Time
WDM Wiring Diagram Manual;
WP Work Package;
WSS Work Summary Sheet;
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INTENTIONALLY LEFT BLANK

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MAINTENANCE ORGANISATION Issue: 1 Amend.: 0
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PART 1 - ORGANISATION 2
1.0 Introduction 2
1.1 CORPORATE COMMITMENT BY THE ACCOUNTABLE MANAGER 4
1.2 SAFETY AND QUALITY POLICY 5
1.3 MANAGEMENT PERSONNEL 6
1.4 DUTIES AND RESPONSIBILITIES OF THE MANAGEMENT PERSONNEL 7
1.4.1. Accountable Manager – Technical Director 7
1.4.2. Quality Assurance Manager 8
1.4.3. Production Manager 9
1.4.4 Maintenance Repair Station (MRS) Manager 10
1.4.5 Head of Engineering. 11
1.4.5 Production planning & Control Department (PPCD) Manager 12
1.4.6 Material Support Manager 12
1.4.7 MCC Manager. 14
1.5 MANAGEMENT ORGANISATION CHART 15
1.6 LIST OF CERTIFYING STAFF 16
1.6.0 General 16
1.6.1 Base Maintenance Certifying Staff category C 16
1.6.2 Base Maintenance category B1 & B2 support staff 16
1.6.3 Line Certifying Staff 16
1.6.4 Engine and APU certifying staff 16
1.6.5 Component Certifying Staff 16
1.7 MANPOWER RESOURCES 17
1.8 FACILITIES 19
1.8.0 General 19
1.8.1 Base Maintenance Facilities 20
1.8.2 Line Maintenance Facilities 21
1.8.3 Component Maintenance Facilities 22
1.8.4 Layout of Premises 23
1.8.4.1 Maintenance Repair Station at Domodedovo airport 23
1.8.4.2 Administrative Facilities. 23
1.8.4.3 Domodedovo airport, Building 2 25
1.8.4.4 Domodedovo airport, Building 1 27
1.8.4.5 Archive 28
1.9 ORGANISATION’S INTENDED SCOPE OF WORK 29
1.10 NOTIFICATION PROCEDURE TO THE AUTHORITY REGARDING CHANGES TO
THE ORGANISATION’S ACTIVITIES/APPROVAL/LOCATION/PERSONNEL 30
1.10.0 General 30
1.10.1 Accountable Manager 30
1.10.2 Senior nominated personnel 31
1.10.3 Changes of approved locations / maintenance bases 31
1.10.4 Changes in Company Activities 31
1.11 EXPOSITION AMENDMENT PROCEDURE 32
1.11.1 Person responsible for amending the Exposition 32
1.11.2 Definition of minor & major amendments to the Exposition and approval basis 32
1.11.3 Definition of criteria for new issue or amendment/revision 32
1.11.4 The record of the approval of the amendment retention 32
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EXPOSITION
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PART 1 - ORGANISATION
1.0 Introduction
VIM Airlines (ООО “Авиакомпания “ВИМ-АВИА“) has established its Maintenance

Repair Organisation (MRO) for the foreign made aircraft in 2006. It is certified according
to the FAP-145 (the regulations of the Russian Aviation Authorities) ref. Certificate №
2021080615 dated 02.07.2008 (see below). In addition, VIM Airlines have implemented
the standards of EASA Part-145 to satisfy with its requirements. The main aim is to
comply with both Russian and European air safety standards to achieve high level of
safety and good quality of performed maintenance. VIM Airlines is a joint Part-M and
Part-145 company with the same trademark. VIM Airlines General Director runs the
whole company, he delegates all the rights and responsibilities relevant to the Part-145
AMO to the Accountable Manager – Technical Director.
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Effect.: 01.06.2008
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EXPOSITION
Effect.: 01.11.2008
1.3 MANAGEMENT PERSONNEL
Reference: EASA Part 145.A.30(a,b)
Accountable Manager – Technical Director: Alexander G. Ivanov
In case of lengthy absence deputized by: Head of Engineering
Quality Assurance Manager: Mikhail Y. Popov
In case of lengthy absence deputized by: The most qualified Quality Inspector
Production Manager: Sergey Radchenko
In case of lengthy absence deputized by: MRS Manager
Maintenance Repair Station (MRS) Manager: Andrey Litvinov
In case of lengthy absence deputized by: The most qualified Shift Leader
Engineering Department Manager: Andrey N. Averin
In case of lengthy absence deputized by: The most qualified Engineering

Specialist
Production Planning & Control Department (PPCD) Manager: Yuriy A. Bagrov
In case of lengthy absence deputized by: The most experienced PPCD Engineer
Material Support Manager: Igor V. Zhuravlev
In case of lengthy absence deputized by: AOG Desk Manager
Maintenance Coordination Centre (MCC) Manager: Andrey M. Putilin
In case of lengthy absence deputized by: The most experienced MMC Engineer
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EXPOSITION
Effect.: 01.11.2008
1.4 DUTIES AND RESPONSIBILITIES OF THE MANAGEMENT PERSONNEL
Reference: EASA Part 145.A.30(a, b, c)
1.4.1. Accountable Manager – Technical Director
The Accountable Manager – Technical Director is appointed by the General Director of

VIM Airlines.
According to PART 145.A.30 the Accountable Manager has the overall responsibility for
meeting the requirements of Part-145. He is responsible for ensuring that all necessary
resources are available to accomplish maintenance in accordance with Part145.A.65 (b)
to support the company’s Part -145 approval. In particular, he is responsible for
ensuring that adequate contractual arrangements exist. This includes, amongst others,
provision of maintenance facilities, material and tools, sufficient competent and qualified
personnel in relation to the work to be undertaken. All of this with a view to ensuring that
all maintenance is performed on time in accordance with the applicable requirements,
regulations and approved standards.
The Accountable Manager has the financial responsibility for all of the maintenance
arrangements and is responsible for:
1 Defining the Approved Maintenance Organisation, hereinafter referred to as AMO,

policy and strategy.
2 Creation the AMO through which policy and strategy may be implemented.
3 Preparation of plans and programmes for present/future developments of the AMO.
4 Delegation to respective managers (listed in Part 1.3) the responsibility for the day-
to-day management of matters associated with the Authority approvals to ensure
that all procedures are established and applied to ensure good maintenance
practices.
5 Ensuring that all statutory charges as prescribed by the Authority are paid as and
when they are levied.
6 Ensuring Authorities granted free access to the AMO facilities.
7 Creation of a management team to implement AMO policy.
8 Ensuring the health, safety, well being of all staff.
9 Reviewing at suitable intervals the performance of AMO’s personnel and advising

them accordingly.
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10 Liaising as necessary on a person-to-person basis with all AMO’s personnel to help

promote and maintain a high standard of staff moral.
11 Maintaining contacts in the Company’s interest with other Companies, the

Authorities, etc.
12 Guaranting that the maintenance is carried out in accordance with the standards
required by the Authorities and the procedures of this MOE.
13 Quality and Safety policy approval.
14 Validation of the annual Training Planning raised by the Quality Assurance Manager.
15 Validation of the application for initial, extension, evolution of the agreement before
submission to the Authorities.
When “VIM Airlines” Technical Director is absent more than two weeks he delegates his
steady duties to “VIM Airlines” Engineering Department Manager, but he stays
responsible for the “VIM Airlines” Technical Department activities and his personal
obligations in accordance with this MOE.
1.4.2. Quality Assurance Manager
Responsible to: Accountable Manager – Technical Director
Quality assurance Manager is nominated as the Head of Quality Assurance

Department.
The Quality Assurance Manager is responsible for:
1 The development, establishment and management of the independent Quality

System including the associated feedback system in order to guaranty that the
maintenance procedures follow for carry out the maintenance activity lay down the
standards to which the AMO intends to work. These standards need at a minimum to
be those required by Part-145.
2 Reporting to the Accountable Manager - Technical Director on the performance of

the Quality System to enable formal review and consideration of improvement
actions. Quality Assurance Manager has direct access to Accountable Manager to
ensure that he is kept properly informed on quality and compliance matters.
3 Informing and advising on quality matters. Quality Assurance Manager may request
remedial action including per Part 3.3 of this MOE as necessary.
4 Planning and implementation of audits of procedures, audits of products, audits of

suppliers; organising and carrying out the audits, setting up the reports. Then, follow
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EXPOSITION
Effect.: 01.11.2008
up, coordination and monitoring the corrective actions. He reviews and manages the
Approved Vendor List.
5 Coordination during external audits (Authorities, Customers, third party auditors).
6 Control of exceptional authorisations related to maintenance tasks. Relations with

Operator/Customer in case of a deviation for an intervention in progress by the
AMO.
7 Deviation authorisations from the MOE procedures (in-house concession,

application of concession to the Authorities).
8 Reporting of defects to Authorities/Operator/Manufacturer in compliance with Part-

145.A.60 “Occurrence reporting”.
9 Supervising this MOE and associated maintenance procedures. Check the

amendments before sending to the Authority.
10 Control of Manufacturer’s or other Maintenance Organisation’s team intervention.
11 Control of critical tasks as per Part 2.23.
12 Taking into account the Human Factors and Human Performance facts.
13 Management of the files of all certifying staff, storage of records. Creation and
updating of the individual authorisation, certification and issue to the persons
involved.
1.4.3. Production Manager
“VIM Airlines” Production Manager is nominated by Accountable Manager – Technical

Director of “VIM Airlines”. The main role of Production Manager is performance of all
maintenance tasks, including all Line/Base maintenance activities.
“VIM Airlines” Production Manager controls directly and manages the production
activities of departments, which are involved in Maintenance processes. Hereon the
Production Manager is responsible for “VIM Airlines” Maintenance Coordination Center
(MCC) and the MRS.
Production Manager directly complies with VIM Airlines” Technical Director and he has
the following responsibilities and duties:
1 organizing and supervision of all Line/Base maintenance activities;
2 day-by-day strict monitoring, supervision and control the execution of the production
tasks by VIM Airlines MRS in accordance with the daily approved “VIM Airlines”
Maintenance Plan;
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3 general organizing the proper cooperation inside VIM Airlines between the MCC and
the MRS for the defect rectification on time and in proper manner in accordance with
MOE procedures;
3 in accordance with the Designer’s Standards, the Airworthiness Authority

Requirements, the Joint Procedures Manual / Contracts condition and “VIM Airlines”
MOE Procedures to take the corrective actions in case that any non-compliance is
discovered;
4 cooperation with Engineering Department and PPCD with regards to all issues
involved in maintenance
5 Ensure that all necessary corrective actions resulting from audits are taken timely to
fix findings and are efficient.
6 Define the facilities and associated means required and adapted to the scope of
activity and assure acceptable working conditions, checking of the availability of
these infrastructures for maintenance to be carried out and information to the
Accountable Manager in case of deviation
1.4.4 Maintenance Repair Station (MRS) Manager
MRS Manager is directly responsible to Production Manager.
1 According to AMC 145.A.30(b) the MRS manager is responsible for ensuring that all
maintenance required to be carried out including defect rectification is carried out to
the standards specified in 145.A.65(b) and also responsible for any corrective action
resulting from the quality compliance monitoring of 145.A.65(c).
2 Ensure that the whole maintenance relating to the work order, including defect
rectification, is carried out according to approved data and in accordance with this
MOE.
3 Assign the personnel required and relevant to the scope and volume of activity.
Notify the Production Manager of any lack of 25% of available man-hours over a
calendar month.
4 The administration, supervision, efficiency and discipline of all personnel under his
control for ensuring that health and safety standards are maintained.
5 Assuring that providing PPCD with feedbacks relating to performed maintenance

activities is carried out in reasonable time;
6 Define the tooling and equipment required and adapted to the scope of activity,
checking of the availability of the tooling/equipment, of their compliance.
7 Ensure for the material required for the scope of activity, checking of the availability
of materials, checking of their compliance before assembly.
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8 Define the approved data required for the scope of activity, checking of the
availability of these data maintained by the Technical Library.
9 Monitoring of preparation of the tasks according to the work order, assuring that the
maintenance operations required by work order are carried out and certified in
accordance with current rules and procedures [The Certificate of Release to Service
is delivered by the Certifying staff].
10 Ensure that the major defects encountered during the maintenance are reported to
the Quality Assurance Manager (in accordance with Part 2.18) and also other events
(in accordance with Part 2.25) in order he can comply with the Part-145.A.60
“Occurrence Reporting”.
1.4.5 Head of Engineering.
Responsible to: Technical Director
Head of Engineering is appointed as Engineering Department Manager.

The Deputy of “VIM Airlines” Technical Director is nominated as the Head of
Engineering Department, who is responsible to provide the Engineering Support to the
AMO.
He specifically is responsible for the following:
1 providing coordination and cooperation of engineering department with all services

involved in aircraft operation and maintenance;
2 availability of all necessary documentation to perform the aircraft maintenance and

engineering support in respect of all applicable rules;
3 keeping all technical documentation concerning aircraft/aircraft components

(maintenance program, AMM, IPC, FIM, etc.) updated, its registration, distribution
and archiving in the Technical Library;
4 keeping AD/SB status of operators/customers and appropriate consulting of all AMO

personnel involved regarding this matter;
5 aircraft reliability monitoring, implementation and modification of operator/customer

maintenance program;
6 participation in Personnel Qualification Commision;

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1.4.5 Production planning & Control Department (PPCD) Manager
VIM Airlines PPCD Manager is responsible to Head of Engineering.
1 Define and plan the availability of all necessary personnel, tools, equipment,
material, maintenance data and facilities in order to ensure the safe completion of
the maintenance work required and relevant to the scope and volume of activity.
2 Plan maintenance tasks, and the organizing of shifts, taking into account human
performance limitations.
3 Hold and use applicable current maintenance data according to Part 145.A.45 in the
performance of maintenance, including modifications and repairs.
4 Issue, review and amend the Man/Hour Plan to prepare, perform and supervise the
Maintenance Organisation.
5 Notify the MRS Manager, Accountable Manager and the Quality Assurance Manager
of any lack of 25% of available man-hours over a calendar month.
6 Responsible for interpreting maintenance requirements into maintenance tasks, and

have an appreciation that they have no authority to deviate from the maintenance
data.
7 When it is required to hand over the continuation or completion of maintenance

tasks for reasons of a shift or personnel changeover, relevant information shall be
adequately communicated between outgoing and incoming personnel.
8 Handle and hold Maintenance records according to PART 145.A.55
1.4.6 Material Support Manager
Material Support Manager manages Material Support Department that includes AOG
Deck, Store Division, Tools Division, Inventory Control, Customs Group, Shipping &
Receiving Group and Invoices Control Specialist.
Material Support, Logistics and Store Manager is responsible for:
1 Maintaining Maintenance Tool store, storage of test and measuring equipment in

accordance with rules. Management of the maintenance of this equipment and
calibration of the instruments.
2 Maintaining a Control Register of the stored material and performing regular

inventories.
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3 Controlling the shelf life of components and material in accordance with the
manufacturers’ recommendations and those of the QAM.
4 Ensuring that the storage environment is suitable and in compliance with the
Regulatory Requirements for the storage of aircraft parts and material.
5 Providing an Approved Stores System with a Quarantine Store for the segregation of
unserviceable items and those recently received items awaiting inspection for transit
damage and conformity with the Purchase Order, from items proven to be
serviceable which shall be placed in the Store.
6 Maintaining records of all material and aircraft parts received including their release
Certification to ensure traceability.
7 The rapid dispatch of unserviceable components for repair, test or overhaul suitably
packed.
8 Ensuring that all items proven to be serviceable by stores inspection have an

appropriate tag to enable traceability in the system.
9 For ensuring suitable environment for the stored pats and other material.
10 Provide suitable storage of flammable materials like paints, thinners, solvents etc. in
accordance with the Regulatory Requirements for the storage of such material.
11 Insure the release of parts and material to the maintenance personnel
12 Issuing of Purchase Orders for all Engineering and Maintenance associated Material
inclusive of commercial items, related to engineering equipment.
13 Purchase Orders (inclusive of Loan, Exchange and Repair Orders) for spare parts
and material shall be issued to approved sources of supply given by the Approved
Vendor List.
14 Ensure that all Purchase Orders for spare parts and/or material clearly state full and
complete details of the parts and materials requested.
15 Ensure that all Purchase Orders for spare parts are fully documented and
completed and request all supporting documentation for such parts.
− Equipment: Authorised Release Certificate/Airworthiness Approval FAA Form

8130-3 or TCA Form 24-0078 or JAA Form One or EASA Form 1.
− Material, ingredient, standard parts : Certificate of Conformity.
− Cabin material (carpet, upholstery, etc.) : fully supported with the appropriate
burn tests and is in compliance with FAR 25.853.
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Effect.: 01.11.2008
16 Ensuring that all Purchase Orders for spare parts identified by the aircraft or
component manufacturer as Standard Parts specify that they must be supplied
together with a Statement of Conformity unless they are the subject of Specific
Product Approvals.
17 Maintaining the level of Component and Material Inventory to that defined by the
Production Manager.
18 Will ensure customs clearance of all Imports/ Exports. Appoint customs clearance
Agency. Liaise with the clearing agency for customs clearance. Provide catalogues
for correct application of duty. Certify Bills of Clearing Agency for Receipt / Export of
materials and attend any other matters pertaining to customs clearance.
19 Will also liaise with Customs for requisite permissions related to Imports / Exports
pertaining to Production.
1.4.7 MCC Manager.
“VIM Airlines” Maintenance Coordination Center (MCC) is a Section of “VIM Airlines”

Part-145 AMO to provide monitoring of all defects revealed and rectified by VIM
maintenance staff.
MCC Manager directly complies with the Production Manager. He has the following
responsibilities and duties:
1 analysis of all deferred and difficult defects and advising for their proper rectification;
2 consulting VIM maintenance staff about rectification of difficult defects;
3 monitoring of all defects that have Operator’s MEL categories for the subject of their
rectification in time;
4 maintaining a defects database;
5 for the rectification of any non-compliance and ensuring that all of the required
corrective actions are taken in time after “VIM Airlines” Quality Department Audits;
6 Keeping a history of defect rectification, specially relating to the difficult defects, to

provide the MRS with competent advising whether such defects become apparent
again.
When the Maintenance Coordination Center Manager is absent, he delegates his duties
to to the highest qualified and experienced MCC Engineer in writing, but he will thus
continue to bear overall responsibility in accordance with this MOE.
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EXPOSITION
Effect.: 01.11.2008
1.5 MANAGEMENT ORGANISATION CHART
Reference: EASA Part 145.A.30(a)

EASA Part 145.A.70(a)(5)
Quality Accountable Manager

Department - Technical Director
Contracts&
Warranty Administration
Department
Engineering
Department
Production Material Support

Manager (Line / Base Department
PPCD Maintenance Manager)
MCC Maintenance
Repair
Station (MRS)
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Effect.: 01.11.2008
1.6 LIST OF CERTIFYING STAFF
Reference: EASA Part 145.A.35
1.6.0 General
List of certifying staff (FORM 3.5.1_LCS of this MOE) includes persons who have the
privileges on behalf of VIM Airlines to release to service in accordance with Part
145.A.50, and lists Base Maintenance Certifying Staff category C, Base Maintenance
category B1 & B2 support staff and Line Certifying Staff.
The List of certifying and support staff has to be approved by EASA. Every modification
of this List has to be submitted to EASA. The change of this List can be considered as
minor, but always requires an EASA approval.
The original List of certifying staff is kept by the Quality Assurance Manager. Therewith
copies of this list are distributed to MRS Manager and PPCD to control using of
certification authorisation. All certifying staff and support staff has records on detailed
description scope of their certification authorisations /qualification. A computer system
stores the personnel details and maintenance approval details for all approved
personnel. The record is of all personnel who have previously had or currently hold
maintenance approvals. The system is only accessible by Quality Assurance Personnel
and is backed –up each evening as part of the IT backup procedures.
The qualification requirements of certifying and support staff and authorisations are
described in section 3.4, 3.8 and 3.11 of this MOE.
1.6.1 Base Maintenance Certifying Staff category C
As listed in the List of certifying staff FORM 3.5.1_LCS.
1.6.2 Base Maintenance category B1 & B2 support staff
1.6.3 Line Certifying Staff
1.6.4 Engine and APU certifying staff
N/A
1.6.5 Component Certifying Staff
N/A
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EXPOSITION
Effect.: 01.11.2008
1.7 MANPOWER RESOURCES
Quality Assurance Accountable Manager Assistance of Technical

Department - Technical Director Director
Contracts&
Department
Engineering
Department

PPCD Maintenance Manager)
MCC Maintenance
Repair
Station (MRS)
The actual number of employees in each department is reflected in FORM 3.5.3_MR

(Manpower Recourses)
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EXPOSITION
Effect.: 01.11.2008
VIM employ necessary qualified staff as described at 3.4, 3.7, 3.8, 3.11 sections of this
MOE to perform the planned work, or temporary VIM is able to contract qualified
personnel employed by another Organisation.
For the purpose of this section of MOE, VIM’s employed means the person is directly
employed as individual by VIM enterprise. Contracted means the person is employed by
another organization and contracted by that organization to the VIM. This staff would be
managed and supervised by VIM licensed and approved staff.
It is Production Manager Responsibility to maintain the manpower sufficiency to planned

scope of work.
PPCD Manager is in charge to plan manpower in accordance with planned scope of

work.
The Accountable Manager – Technical Director of VIM Airlines employs necessary

personnel.
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EXPOSITION
Effect.: 01.11.2008
1.8 FACILITIES
1.8.0 General
VIM Airlines facilities are divided in two parts: administrative facilities and Maintenance
Repair Station (MRS).
Administrative facilities are located downtown:
VIM Airlines
Moscow, Russia,
109052,
Novokhokhlovskaya street, Building 23/1
Phone: +7 (495) 783-00-88
Fax: +7 (495) 783-00-87
Maintenance Repair station is based at Domodedovo Airport:
VIM Airlines
Airport Domodedovo,
142015, Russia,
Phone: +7 (495) 795-35-04
Fax: +7 (495) 967-83-63 (ext. 22886)
The legal address (the address of the registered office) for VIM Airlines is:
VIM Airlines
Moscow, Russia,
127238,
Dmitrovskoe shosse, Building 46/1
Phone: +7 (495) 777-48-58
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EXPOSITION
Effect.: 01.11.2008
1.8.1 Base Maintenance Facilities
Base maintenance is performed in the hangar located at Domodedovo airport.

Hangar space (including all main sources such as pneumatic, electrical and air power,
etc.) is provided according to the agreement with ATB Domodedovo on the basis of
agreed monthly aircraft hangar visit plan. Hangar’s walls are made of reinforced
concrete with steel trusses, two sections. Roof is made of steel trusses with glass
panels. Floor in hangar is concrete. Each section is capable to accommodate one
Boeing 757. In hangar all tasks in accordance with approved scope of work may be
performed.
Hangar is guarded, water heated, well ventilated and lighted, with protection from
weather hazards.
General Hangar Plan.

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1.8.2 Line Maintenance Facilities
Line Maintenance is performed on the apron of Domodedovo airport.

However, according to AMC 145.A.25 (a) 3, for line maintenance of aircraft, the hangar
may be need. According to the contract with ATB Domodedovo, the hangar specified in
the chapter 1.8.1 can be provided upon request during inclement weather for minor
scheduled work and lengthy defect rectification.
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1.8.3 Component Maintenance Facilities
N/A
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Effect.: 01.11.2008
1.8.4 Layout of Premises
1.8.4.1 Maintenance Repair Station at Domodedovo airport
Shown below is a description of “VIM Airlines” housings and facilities located at

Domodedovo Airport, Russia.
“VIM Airlines” MRS is located in Domodedovo Airport. It is housed in Building 2 with

attached offices, material and tool stores. All offices and stores spaces are lighted
with fluorescent lighting fixtures. Two hundred and twenty (220) Volts power sources
are available in the offices and stores areas. The heating to “VIM Airlines” facilities is
supplied by Domodedovo airport authorities. Offices and stores areas are heated by
hot water radiators.
The fire prevention system consists of:

• wall mounted fire extinguishers in all hallways of the offices areas;
• wall or floor mounted fire extinguishers in the store area;
• the fire doors are located in all areas and are kept closed at all time.
The security of the facilities is guaranteed by the following measures:

• the main entrance to airport space is guarded on duty 24 hours a day;
1.8.4.2 Administrative Facilities.
1. Accountable Manager - Technical Director

2. Engineering Department
3. PPCD
4. Material Support Department
5. Contracts & Warranty Administration Department
6. Customs group
7. Technical Library
VIM Airlines Office is located on the first floor within business centre, where main
administrative and head office functions are centralized.
Total Space is 216 m2.
Heating is provided to all areas from a modular boiler. The system uses thermostatically
controlled centralized conditioners with regulated and filtered fresh air for ventilation and
air exchange.
In the Office the following environmental conditions are maintained:
- max. inside summer temperature 260 with 50% r.h. (+-10%);
- min. inside winter temperature 180 with 50% r.h. (+-10%).
The office facilities are developed according to the rules of fire-prevention safety.
The Office assures a lighting level of 400 Lux on the working bench at 1 m from the
floor.
Two hundred and twenty (220) Volts power sources are permanently available.
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Effect.: 01.11.2008
54.8 m2
216 m2
7
3 1
4 2
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1.8.4.3 Domodedovo airport, Building 2
First Floor View
Tool Store
Main Store
S = 100 sq. m
There are Main Store and Tool Store of VIM Airlines located on the first floor of ZTB-
2 (Domodedovo airport, building 2).
The Main Store as well as Tool Store has the Serviceable, Unserviceable and
Quarantine areas, which are separated each from other.
Temperature and humidity data have writing down by Store keepers twice per
day in the Condition Monitoring Book.
Daily cleaning has being performed by East Line commercial group’s staff.
Nearby the ZTB-2 (Domodedovo airport, building 2) the Bulk Store, Bulk Store and
Special Store are located and generally described in chapter 2.2.3 of the MOE.
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EXPOSITION
Effect.: 01.11.2008
Bulk Store
Bulk Store 2
Special Store
Second Floor View
S = 96,6 sq. m S = 113,4 sq. m
№ 1 Section № 2 Section
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EXPOSITION
Effect.: 01.11.2008
Section № 1 It is housing for “VIM Airlines” Production Manager, MRS Manager, PPCD,
Maintenance Provider’s Representative and Tool / Equipment Lead Engineer on the
second floor.
Section № 2 It is housing “VIM Airlines” Maintenance Staff’s room on the second floor.
Daily cleaning is being performed by Domodedovo airport’s staff.
1.8.4.4 Domodedovo airport, Building 1
MCC and Quality Assurance Department are located at Domodedovo Airport, Building
1. The grey zone is intended for VIM Airlines, room 3-41 is for Part-145 AMO.
1 - Quality Assurance Department
2 - MCC
S = 47,44 sq. m
1 2
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EXPOSITION
Effect.: 01.11.2008
1.8.4.5 Archive.
The archive is situated in Technical Library that located in Administrative facilities. The
archive room has one door and is protected from external contamination and adverse
weather conditions. Total space of the archive is 54.8 m2. The archive room is brightly
lighted, ventilated, warm/cool as required. The archive room has limited access and is
developed according to the rules of fire-prevention safety.
54.8 m2
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Effect.: 01.11.2008
1.9 ORGANISATION’S INTENDED SCOPE OF WORK
CLASS RATING LIMITATION

BASE LINE
AIRCRAFT A1 Boeing 757-200 with engines Pratt&
Aeroplanes Whitney PW2000 series and Rolls X X
above Royce RB211 series
5700kg
Up to and including A-check
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Effect.: 01.11.2008
1.10 NOTIFICATION PROCEDURE TO THE AUTHORITY REGARDING CHANGES

TO THE ORGANISATION’S ACTIVITIES/APPROVAL/LOCATION/PERSONNEL
Reference: EASA Part 145.A.70(a)
1.10.0 General
VIM Airlines notifies Authority (both EASA and French DGAC/GSAC) in accordance
with Part-145.A.85 prior implementation of the following changes:
− name of the Organization,

− the location of the Organization,
− additional locations of the Organization,
− the Accountable Manager,
− the Management personnel,
− the facilities, equipments, tools, procedures, scope of activities and certifying
staff that could effect the approval.
Above mentioned changes are considered as major.
If it is necessary to provide major changes, the Quality Assurance Manager sends to

Authority (both EASA and French DGAC/GSAC) the EASA Form 2 and if need the
necessary EASA Form 4 (with the corresponding amendment “Major”).
Other changes are considered as “Minor”.

In accordance with Part-145.A.85 the Authority may prescribe conditions under which
the Organisation may operate during consideration of such changes until that changes
could be approved or rejected.
Both “Major” and “Minor” amendments require approval by the Authority.
Quality Assurance Manager is responsible for notification to the Authority (both EASA
and French DGAC/GSAC) regarding changes and organization of conditions carrying
out.
All notification are made in writing by means of e-mail or fax. The original forms should
be sent directly to the EASA, the copies – to the French DGAC.
1.10.1 Accountable Manager
Accountable Manager – Technical Director remain at least responsible that all

procedures are continuously amended and strictly forwarded, in order to improve safety
of the aircraft operation.
In case of proposed change of Accountable Manager-Technical Director the application
to EASA is made by Quality Assurance Manager by using the EASA Form 2 signed by
Accountable Manager – Technical Director and submitting a draft Exposition change.
The notification must be made prior to his/her appointment.
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1.10.2 Senior nominated personnel
In case of any intended changes in senior nominated personnel Quality Department

personnel must submit to EASA appropriate EASA Form 4 with supporting Exposition
amendment as soon as possible to allow the EASA to “accept” the nominated person
and approve the proposed Exposition amendment in good time with relation to the
intended appointment.
1.10.3 Changes of approved locations / maintenance bases
In case of any changes of approved locations / maintenance bases, facilities, addresses

the application to the EASA is made by Quality Department personnel by using the
EASA Form 2 signed by Accountable Manager – Technical Director and submitting a
draft Exposition change. The notification must be made prior the change become
effective.
1.10.4 Changes in Company Activities
Any changes affecting the Schedule of Approval (EASA Form 3) are notified by Quality
Assurance Manager to the EASA for approval. Such notifications are made by
application to EASA by using the EASA Form 2 and submitting a draft Exposition
change. The notification must be made prior the change become effective.
Different cases of the capability list evolution should have to be considered:

- addition of a PART in the already existing scope, could be done by delegation
- additional rating to the capability list should be considered as a change affecting the
schedule of approval.
In case of addition of a PART in the already existing scope the Quality Assurance
Manager must prepare all necessary documents and manuals including a draft
Exposition change. After approval of Accountable Manager – Technical Director Quality
Assurance Manager must notify the EASA about intended change and submit a draft
Exposition change.
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1.11 EXPOSITION AMENDMENT PROCEDURE
Reference: EASA Part 145.A.70(b)

EASA Part 145.A.70(c)
1.11.1 Person responsible for amending the Exposition
The Quality Assurance Manager is responsible for monitoring amendments to the MOE
including associated procedures and the submitting of proposed amendments to the
Authority. However he can delegate this duty or a part of it to the Quality Department
personnel.
1.11.2 Definition of minor & major amendments to the Exposition and approval
basis
There are two types of amendments: “Major” and “Minor”.
The pre classification of the amendments considered as major for the evolutions is
specified in chapter 1.10.0 of the MOE. All other amendments are minor.
Major changes are considered and approved by the Authorities then become effective
and are to be transferred to each holder of the MOE.
In case of rejection provided by the Authorities, QAM has to incorporate the required
corrective actions, modifications of amendment and resubmit the draft changes to the
Authorities at the earliest possible time.
Minor amendments affect areas not covered by major changes. Nevertheless they
should be sent to the EASA for approval.
1.11.3 Definition of criteria for new issue or amendment/revision
There are two criteria of presentation of the MOE revisions:
- new issue: if updating based on new amendment of the Part-145 or many changes
are required
- new revision: all other changes, e.g. AMO have minor changes to be implemented
1.11.4 The record of the approval of the amendment retention
With each amendment there is a page explaining the revision, showing the status
(“Major”, “Minor”) and giving all information for the updating.
All revised pages have date and identifying number of the amendment. A black bar in
the margin identifies the text revised.
The amendment is valid only with the Authority record of the approval (letter of
agreement by the EASA, stamped page of amendment, Part-145 Certificate/appendices
changed in the case of amendments with evolution of the scope of activity/evolution of
the locations: new edition of the MOE, etc.). Before issuing the document for the major
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changes the reference of the approval letter or the acknowledgement of receipt of the
Authority and the date of approval must be reflected on the appropriate MOE
amendment page.
After EASA approval the amendments are dispatched by Quality Assurance Manager to
each holder in a timely manner. The following is included in package and have to be
sent to each holder of MOE:
- record of revision/amendments;
- evidence of EASA approval;
- list of effective pages;
- list of amendments;
- new (changed or added) pages of MOE;
- copy of Part-145 certificate/appendixes changed in the case of amendment with
evolution of the scope of activity/evolution of locations, new edition of MOE (if
applicable).
Each holder shall update his manual using information given on the page (added,
changed or deleted pages) and shall check the conformity of his manual with the List of
Effective Pages (where each page of the MOE is listed mentioning its status.
The Quality Assurance Manager is responsible for the follow up of amendments
dispatching. It retains the delivery forms completed/returned by holders.
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PART 2 MAINTENANCE PROCEDURES 4

2.1 SUPPLIERS EVALUATION & SUBCONTRACT CONTROL PROCEDURE 4
2.1.1 General 4
2.1.2 Assessment of Suppliers/Subcontractors 4
2.1.3 Monitoring of Suppliers and subcontractors 5
2.1.4 Procedure of supply of materials 6
2.1.4.1 Procedure of requesting parts/materials by maintenance staff: 6
2.1.4.2 Procedure of requesting parts/materials by store keepers: 7
2.1.4.3 Procedure of requesting parts/materials by engineering department: 7
2.1.5 Management of the purchase orders according to the approved suppliers/
subcontractors list: 7
2.1.6 Records of suppliers and subcontractors information: 7
2.2 INSPECTION/ACCEPTANCE OF AIRCRAFT COMPONENTS AND MATERIALS
FROM OUTSIDE CUSTOMERS 9
2.2.1 General 9
2.2.2 Parts & Material classification 9
2.2.3 Component / Material acceptance procedure 11
2.2.4 Rejection of components after incoming inspection and relevant procedure
13
2.2.5 Acceptance and incoming inspection of components from internal sources
(e.g. transfer between stores, from the work shops): 14
2.2.6 Components removed serviceable from aircraft 14
2.2.7 Procedure of treatment of a «bogus part» (record, notification to the
Authority): 15
2.3 STORAGE, TAGGING AND RELEASE OF AIRCRAFT COMPONENTS AND
MATERIALS TO AIRCRAFT MAINTENANCE 16
2.3.1 General 16
2.3.2 Procedures for maintaining satisfactory storage conditions (including
segregation) 16
2.3.3 Un-batch procedure 17
2.3.4 System and procedure to control of shelf life / Life limit and modification
standard special storage requirements (condition and limitation) e.g.: ESD
sensitive devices, rubber: 17
2.3.5 Storage identification of components 17
2.3.6 Distribution of components to the maintenance teams 18
2.4 ACCEPTANCE OF TOOLS AND EQUIPMENT 20
2.4.1 General 20
2.4.2 Tools and equipment acceptance procedure and its marking 20
2.4.3 Order and acquisition of tool/equipment 22
2.4.4 Acceptance of loaned/leased tools and equipment. 22
2.5 CALIBRATION OF TOOLS AND EQUIPMENT 23
2.5.1 General 23
2.5.2 Register of calibrated tool and calibration program 23
2.5.3 Identification of tool/equipment with expired servicing / calibration dates 24
2.5.4 Management of personal tools 24
2.6 USE OF TOOLING AND EQUIPMENT BY STAFF (INCLUDING ALTERNATE
TOOLS) 25
2.6.1 General 25
2.6.2 Tooling management system 25
2.6.3 Storage of tools and equipment 25
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2.6.4 Distribution of tool/equipment to the maintenance teams 26

2.7 CLEANLINESS STANDARDS OF MAINTENANCE FACILITIES 28
2.8 MAINTENANCE INSTRUCTIONS AND RELATIONSHIP TO
AIRCRAFT/AIRCRAFT COMPONENT MANUFACTURERS’ INSTRUCTIONS
INCLUDING UPDATING AND AVAILABILITY TO STAFF 29
2.8.1 General 29
2.8.2 Types of maintenance documentation 29
2.8.2.1 Aviation Authorities documentation 29
2.8.2.2 Aircraft and/or component Manufacturer’s instructions 29
2.8.2.3 Customer/Operator documentation 30
2.8.2.4 Internal documentation 30
2.8.3 Receiving, distribution and updating of documentation 30
2.8.4 Modification of maintenance instruction 31
2.8.4.1 General 31
2.8.4.2 Modification procedures 31
2.8.5 Modification of maintenance instruction 32
2.9 REPAIR PROCEDURE 33
2.10 AIRCRAFT MAINTENANCE PROGRAMME COMPLIANCE 34
2.10.1 General 34
2.10.2 Information to be analyzed before preparation of Work Package 34
2.10.3 Planning and preparation of Work Package 35
2.11 AIRWORTHINESS DIRECTIVES PROCEDURE 36
2.11.1 General 36
2.11.2 Access to Airworthiness Directives 36
2.11.3 Airworthiness Directives Completion Control 36
2.12 OPTIONAL MODIFICATION PROCEDURE 38
2.13 MAINTENANCE DOCUMENTATION IN USE AND COMPLETION OF SAME 39
2.13.1 General 39
2.13.2 Maintenance documentation in use 39
2.13.3 The completion of maintenance documentation 41
2.14 TECHNICAL RECORDS CONTROL 42
2.14.1 General & Records keeping system 42
2.14.2 Access to records 43
2.14.3 Records for troubleshooting 43
2.14.4 Cessation of activity and other special cases 44
2.14.5 Provision of records to Operator 44
2.14.6 Methods and security 44
2.15 RECTIFICATION OF DEFECTS ARISING DURING BASE MAINTENANCE 45
2.15.1 General 45
2.15.2 Defect deferral procedure 46
2.15.3 Deferred items not covered by approved documents 46
2.16 RELEASE TO SERVICE PROCEDURE 47
2.16.1 General 47
2.16.2 Release to Service for Aircraft 48
2.16.3 Issuance of EASA Form I 49
2.16.3.1 Issuance of EASA Form I for components in storage 50
2.16.3.2 Issuance of EASA Form I for used components removed from a
serviceable aircraft 50
2.16.3.3 Issuance of EASA Form I for used components removed from an aircraft
51
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withdrawn from service 51

2.16.3.4 Procedures to be followed filling data in EASA Form I 52
2.16.4 Personnel issuing a Release to Service 52
2.16.4.1 Release to Service After Base Maintenance 52
2.16.4.2 Release to Service After Line Maintenance 53
2.17 RECORDS FOR THE OPERATOR 54
2.18 REPORTING OF DEFECTS TO THE COMPETENT AUTHORITY /OPERATOR/
MANUFACTURER 55
2.19 RETURN OF DEFECTIVE AIRCRAFT COMPONENTS TO STORE 56
2.20 DEFECTIVE COMPONENTS TO OUTSIDE CONTRACTORS 58
2.21 CONTROL OF COMPUTER MAINTENANCE RECORD SYSTEMS 60
2.22 CONTROL OF MAN-HOURS PLANNING VERSUS SCHEDULED
MAINTENANCE WORK 61
2.22.1 General 61
2.22.2 Planning 61
2.23 CONTROL OF CRITICAL TASKS 63
2.24 REFERENCE TO SPECIFIC MAINTENANCE PROCEDURES 64
Aircraft towing procedure 64
Aircraft taxiing procedure 64
Engine run up procedure 64
2.25 PROCEDURES TO DETECT AND RECTIFY MAINTENANCE ERRORS 65
2.25.1 General 65
2.25.2 Maintenance errors detection and reporting system 65
2.25.3 Analysis of internal reports, follow-up and its closure 66
2.26 SHIFT / TASK HANDOVER PROCEDURES 67
2.26.1 General 67
2.26.2 Shift/task Handover Procedures 67
2.27 PROCEDURES FOR NOTIFICATION OF MAINTENANCE DATA
INACCURACIES AND AMBIGUITIES TO THE TYPE CERTIFICATE HOLDER 69
2.28 PRODUCTION PLANNING PROCEDURES 70
2.29 Maintenance on CDCCL items 71
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PART 2 MAINTENANCE PROCEDURES
2.1 SUPPLIERS EVALUATION & SUBCONTRACT CONTROL PROCEDURE
Reference: EASA PART 145.A.42 and AMC 145.A.42 (a)
2.1.1 General
This chapter regards the compliance of materials as a whole used by VIM Airlines
(equipment, consumables, standards, materials, ingredients).
A supplier/subcontractor evaluation is carried out in order to assure that acquired
equipment, parts and services meet the level of quality required by VIM Airlines.
2.1.2 Assessment of Suppliers/Subcontractors
It is the policy of VIM AMO to select only approved Suppliers/Subcontractors/Vendors in

order to be assured of supplied product quality. For Suppliers/Subcontracts/Vendors
specific contracts are issued, Contracts and Warranty Administration Manager is fully
responsible for such contracts.
Type of suppliers: The following organizations may be accepted as suppliers:

manufacturers, distributors approved by the original manufacturer, retailers - Aviation
Suppliers’ Association members, airlines, Part-145 approved repair shops.
Sources of suppliers: VIM Airlines will receive all equipment, consumables, standards,
materials, ingredients from approved suppliers which should be specified in FORM
2.1.3_LAS “List of Approved Suppliers/Subcontractors”.
Sources of services: VIM Airlines may subcontract specialized work, line maintenance or
component maintenance where/when required.
In order to be approved as a supplier for VIM Airlines, at first the organization must fill up
FORM 2.1.1_QSSQ Quality System Standard Questionnaire that VIM Airlines Quality
Assurance Manager sends to all potential suppliers.
The FORM 2.1.2_OCA “Outside Contractor Audit” is used by VIM Airlines Quality
Assurance Manager to facilitate inspections of outside contractors who perform
maintenance of aviation materials оr parts for VIM AMO, carry out other maintenance or
render additional services.
The decision concerning the choice of suppliers/subcontractors is accepted on the basis of

complete information about suppliers/subcontractors and conducted audit.
The criteria for the selection and initial data for the analysis of the
Suppliers/subcontractors are:
- completed FORM 2.1.1_QSSQ Quality System Standard Questionnaire or FORM

2.1.2_OCA “Outside Contractor Audit” where applicable;
- Contractual discipline;
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- the Supplier/Subcontractor Quality System is certified in accordance with the

following standards: EASA, FAA, ISO, etc, where applicable;
- Technical and economical information;
- Information from various sources;
- Condition of suppliers/subcontractor;
- Data about suppliers/Subcontractors of similar production in the past;
- the Supplier/Subcontractor is recommended by OEM;
- Flexibility of supplier/subcontractor,
- Results of reception inspection of supplier’s production.
Quality Assurance Manager, Material Support Manager and Contracts & Warranty
Administration Manager are responsible for supplier/subcontractor evaluation prior making
decision on using its services. Quality Assurance Manager may decide to perform physical
audit of supplier/subcontractor if deemed necessary.
Selection processes for each type of suppliers and subcontractors: In order to be selected
prospective suppliers and/or subcontractors (vendors, manufacturers etc) should be
evaluated in order to meet requirements and quality standards of VIM Airlines.
Internal authorization processes for each type of suppliers and subcontractors:
The decision on internal approval of suppliers/subcontractors is made by VIM Airlines
committee consisting of:
- Accountable Manager - Technical Director;

- Quality Assurance Manager;
- Contracts & Warranty Administration Manager;
- Material Support Manager
It should be noted that Accountable Manager – Technical Director is responsible for the
final decision on using of suppliers/subcontractors for VIM AMO.
The selected suppliers are registered by Quality Assurance Manager in FORM 2.1.3_LAS
“List of Approved Suppliers/Subcontractors”.
2.1.3 Monitoring of Suppliers and subcontractors
Quality assurance manager is responsible for monitoring the internal authorizations (e.g.
scope of authorisation, validity, etc.) of suppliers/subcontractors based on annual audit
schedule. Quality assurance manager may also decide to carry out an unscheduled audit
if there are any findings or non-compliance reported.
Quality assurance manager is responsible to withdraw the internal authorization for
supplier/subcontractor not later then within one month after supplier/subcontractor failure
to rectify any deficiencies noted by VIM in writing of failure to provide information required
by VIM.
Quality assurance manager is in charge for monitoring the List of Approved

Suppliers/Subcontractors versus internal authorization every three months.
Quality assurance manager is in charge to keep information in the List of Approved
Suppliers/Subcontractors and subcontractors up to date.
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Quality assurance manager will distribute the List of Approved Suppliers/Subcontractors

and subcontractors according to distribution instructions.
Quality assurance manager is in charge to carry out assessment of the services provided
by approved suppliers and subcontractors on annual basis.
Quality assurance manager is responsible for monitoring of the associated suppliers and
subcontractors files any time as required but at least during annual audits.
In case of any serious non-compliances of supplier/subcontractor Quality Assurance

Manager must immediately initiate a removal of such organization from the approved list
sending an appropriate notice to Accountable Manager – Technical Director who in his
turn takes the final decision consulting if necessary with Material Support Manager and
Contracts & Warranty Administration Manager.
The final cancellation notice is sent to supplier/subcontractor by Contracts & Warranty
Administration Manager advising about VIM Airlines’ decision to suspend or void the
contract and to withdraw VIM Airlines’ authorization.
2.1.4 Procedure of supply of materials
All materials are received only on the basis of purchase orders that are issued by Material
Support Department.
Purchase Order can be issued only on the basis of Part Material Request that in its turn
can be issued by: maintenance staff, store keepers or engineering department.
The following information should be included in each PMR:
- an aircraft that requires a part

- IPC or CMM part name/FIN
- part description
- interchangeable part numbers
- IPC or CMM reference, including page and item
- Log book reference (TLB, CLB, GFB) or reference to stock needs
- Deadline of availability
- Personal data of person who requests a part/material (name, signature) and date
2.1.4.1 Procedure of requesting parts/materials by maintenance staff:
When a defect on the aircraft becomes apparent, maintenance staff analyse such defect,
perform troubleshooting according to the approved technical documents and then reveal
whether part or material has to be ordered or not. If any part or material is required,
maintenance staff inquires the store about such part/material and when there is no such
part or material on the store, maintenance staff fills out FORM 2.1.4_PMR “Part Material
Request” reflecting description of component.
It must be noted that it is a sole responsibility of maintenance staff to complete a PMR in

proper and correct manner, including, but limited to: checking of all possible
interchangeable part numbers according to IPC/CMM or other technical documentation
related only to Operator’s fleet; definition of deadline for requested part; recognizable
records in all columns.
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The data to be entered on the PMR can be either machine/computer printed or

handwriting, but in any case must permit easy reading.
Then the completed PMR is brought to store keepers who number respective PMR and
register it in the computer base “PMR”. The hard copies of all PMR are kept in PMR
Register. Then store keepers send such PMR to Material Department AOG desk that in
turn initiate Purchase Order.
2.1.4.2 Procedure of requesting parts/materials by store keepers:
The store inventory is updated and in case of necessity store keeper sends an appropriate
message via e-mail to Material Department where appropriate Purchase Order is issued
depending on the remaining stock level.
2.1.4.3 Procedure of requesting parts/materials by engineering department:
Engineering Department prepares the list of all necessary materials according to the
approved Operator’s Maintenance Program and provides Material Department with this
list. Material Department is responsible for keeping the stock level not less than 50 % of
established quantity.
Engineering Department can initiate PMR and send it to AOG desk in case the certain
items (incl. tools and equipment) are required for AD/SB/STC implementation, completion
of special works, aircraft repair etc.
2.1.5 Management of the purchase orders according to the approved suppliers/

subcontractors list:
Material Support Manager is responsible to place orders for components and materials in
timely manner. Orders may be submitted via fax, e-mail or Internet sources to approved
suppliers only. Orders are issued in an arbitrary shape, however, the special form can be
agreed upon between VIM AMO and Supplier/Subcontractor.
Note: Purchaser order can be issued only on the basis of completed PMR.
Purchase Order should at least contain the following data:
- number of purchase order;

- reference to defect (TLB, GFB, etc.), where applicable, or other reason for order;
- date;
- A/C registration number or Store needs;
- part number and interchangeable ones where applicable
- quantity;
- description;
- reference to technical documents (IPC, CMM, AMM, etc.)
2.1.6 Records of suppliers and subcontractors information:

Duration / location: Quality Assurance manager is in charge to keep all records of
suppliers and subcontractors information for not less then one year after removing the
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supplier and subcontractor from approved list or removing aircraft or component from
service.
Type of documents retained: Quality Assurance manager will retain the following
documents on suppliers and subcontractors, where applicable:
− Suppliers/subcontractors’ Certificates;
− Completed Audit reports;
− Completed FORM 2.1.1_QSSQ “Quality System Standard Questionnaire
− Completed FORM 2.1.2_OCA “Outside Contractor Audit”;
− Completed FORM 2.1.3_LAS “List of Approved Suppliers/Subcontractors”;
− Etc. as required.
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2.2 INSPECTION/ACCEPTANCE OF AIRCRAFT COMPONENTS AND MATERIALS

FROM OUTSIDE CUSTOMERS
Reference: EASA Part 145.A.42(a)1,4,5 and AMC 145.A.42(a)(b)(c)(d)(e)
2.2.1 General
It is the policy of VIM Airlines AMO to inspect any income product and accept it prior to
use.
This paragraph regards mainly the compliance of materials in general (equipment,
components, standard parts, materials, ingredients) received from suppliers /
subcontractors /internal sources.
Material Support Manager is responsible for organization of part orders and maintaining a
proper storage procedures. Material Department is responsible for organization of
incoming inspections and acceptance, Quality Department is responsible for organization
of corrective actions when the discrepancies revealed.
2.2.2 Parts & Material classification
All parts are classified as follows:
- Standard: part designed as “standard” by the TC or STC holder or manufactured in

conformance of international standards or norms.
The part manufactured in conformance with a specification established, published and
maintained by consensus standards organisation, government agency or TC-holder. A
specification for the standard part may not be an aviation only specification for the
particular part. However, it includes design, manufacturing, test and identification
requirements
- Rotable: part that can be economically restored to a serviceable condition and, in the
normal course of operations, can be repeatedly rehabilitated to a fully serviceable
condition over a period approximating the life of flight equipment to which it is related.
Usually such a rotable part has a serial number.
- Repairable: part that comprise or include replaceable parts, commonly economical to

repair and which may be rehabilitated to a serviceable condition one or more times before
scrapping.
- Expendable: Part for which no authorized repair procedure exists or for which the cost of
repair would not be economical.
- Unsalvageable: Components which have reached their certified life limit or contain a
non-repairable defect. Such part shall not be permitted to re-enter the component supply
system, unless certified life limits have been extended or a repair solution has been
approved according to Part-21.
Note: The following type of components should typically be classified as unsalvageable:

- components with non-repairable defects, whether visible or not to the naked eye;
- components that do not meet design specifications, and can not be brought into
conformity with such specifications;
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- components subjected to unacceptable modification or rework that is irreversible

- certified life-limited parts that have reached or exceeded their certified life limits or
have either missing or incomplete records;
- components that can not be returned to airworthy condition due to exposure to
extreme forces, heat or adverse environment;
- components for which conformity with an applicable airworthiness directive has not
been or can not be accomplished;
- components for which maintenance records and/or traceability to the manufacturer
can not be retrieved.
Materials are classified as follows:
- Consumable: material which is only used once, such as lubricants, greases,

compounds, paints, chemicals and sealants etc.
- Raw: material that requires further work to make it into a component part of the aircraft
such as metals, plastics, wood, fabric etc.
Eligible release documents:
The following release documents must accompany every received part and material:
Class of material New part Used part

ENGINES, APUs EASA Form I, or EASA Form I, or
FAA Form 8130-3, or FAA Form 8130-3***, or
TCA Form 24-0078, or TCA Form 24-0078***, or
JAA Form I* JAA Form I**
Rotables, repairables EASA Form I, or EASA Form I, or
A/C components FAA Form 8130-3, or FAA Form 8130-3***, or
TCA Form 24-0078, or TCA Form 24-0078***, or
JAA Form I* JAA Form I**
Expandables parts EASA Form I, or
FAA Form 8130-3, or
TCA Form 24-0078, or
Not applicable.
JAA Form I * or
Manufacturer Certificate
of conformity
Standard parts, EASA Form I, or
FAA Form 8130-3, or
TCA Form 24-0078, or
Not applicable.
JAA Form I * or
Manufacturer Certificate
of conformity
Consumable material, Manufacturer Certificate
Raw material of conformity, or Not applicable.
Conformity Statement
*: only JAA Form I “JAR 21” issued before 28th September, 2005 can be accepted.
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**: only JAA Form I “JAR 145” issued before 28th November, 2004 can be accepted.
***: only FAA Form 8130-3 or TCA Form 24-0078 issued by EASA accepted organisations
can be accepted (it means the aforementioned forms with dual EASA release)
only used parts having a FAA Form 8130-3 issued by a maintenance organisation located
on the American territory can be accepted.
Note: Certificate of conformity should contain the following information

- Designation of the materials
- The part number and, if necessary, the serial number
- A declaration of conformity with the specifications / standards (according
to which the material was produced)
- Specification of the Shelf life
- Batch number
- Quantity supplied
- Manufacturer’s name and address
- Manufacturer’s authorized signature and / or stamp
- Date of issue
Note: There are some features to be taken into account about EASA Form I by store and
maintenance personal:
- EASA Form I shall comply with the format attached including block numbers in that
each block must be located as per the layout. The size of each block may however
be varied to suit the individual application, but to the extent that would make the
certificate unrecognisable. The overall size of the certificate may be significantly
increased or decreased so long as the certificate remains recognisable and legible;
- EASA Form I shall either be pre-printed or computer generated but in either case
the printing of lines and characters must be clear and legible;
- The details to be entered on the EASA Form I can be either machine/computer
printed or handwriting using block letters and must permit easy reading.
2.2.3 Component / Material acceptance procedure
Sources: Components and materials coming to VIM from any sources are
necessarily exposed to the reception inspection by VIM maintenance personnel;
Conformity: VIM maintenance personnel on duty should check conformity with VIM
requirements as listed below;
Records: Every time when incoming inspection is performed VIM store keepers
issues respective Tag depending on the condition of item
The responsibilities of reception control and acceptance are delegated to VIM Airlines
store keepers.
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VIM Airlines store keepers admit or reject component / material with related tag:
- FORM 2.2.1_IT “Identification Tag” or FORM 2.2.2_ST “Serviceable Tag”
- FORM 2.2.3_RT “Rejected Tag”.
All received components/materials/equipment arriving to VIM Airlines are routed to

reception Inspection Zone for incoming inspection. Incoming inspection is performed
visually involving appropriate documents and procedures.
During incoming inspection For Component / Material VIM maintenance personnel on duty
should check:
Physical condition: checking the packaging, individual markings, checking for any
damages, cracks, etc.
Required documentation as specified in 2.2.2 Eligible release documents
Compliance with PMR
Modification Status and AD compliance
Identification of storage limitation/ life limits
Compliance with Critical Design Configuration Control Limitations* (CDCCL)
* - Special attention should drawn to the CDCCL items, so all components related to ATA
chapter 28 FUEL and ATA chapter 57 WING during acceptance procedure should be
checked only by appropriately CDCCL trained store keepers. In case of any doubt they
must consult Engineering Manager for clarifications.
Every time after incoming inspection performed, store keeper entries all related
component’s data in computer base STORE VIM AVIA, computer form STORE NEW
ITEM. This data includes:
- part number
- description
- serial number
- manufacturer’s batch number (MFG_BN) where applicable
- class – classification of component (E – expendable, C – consumable, R –
rotable, T – tool), the classes’ definitions are given in the chapter 2.2.2 of the
MOE
- store date
- expiry date (EXP_DATE) if applicable, including shelf life limit components
- store (as specified below)
- location – designated component location
- quantity
- type of related certificate (EASA – EASA Form I, FAA – FAA Form 8130-3, JAA
– JAA Form I, COC – certificate of conformity, MC – material certificate, NO
CERT – no certificate attached, OTHER – other certificates) and its number
- condition, where applicable, NEW (new part), REP (repaired), OVH (overhauled)
- any necessary notes
There are five components’ and tool/equipment store areas currently at VIM Airlines and
used in the store computer base STORE VIM AVIA for reference:
- Bulk Store (BulkSt):

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- BulkSt2 (Bulk Store2):

- MainSt (Main Store):
- SpecSt (Special Store):
- Tool Store
Bulk Store is generally intended for storage of heavy, voluminous tool/equipment.

Bulk Store 2 is generally intended for storage of serviceable wheels, brakes and other
heavy and voluminous parts, components, materials.
Special Store is generally intended for storage of consumable materials (oils, greases,
chemical materials) and appropriate tool/equipment such as oil dispensers, grease guns,
hand pumps, etc.
Automatically for each entry a batch number (NEW BN) is generated for the best cross-
reference and facilitation of component’s finding. This individual number is never repeated.
If no discrepancies are discovered during incoming inspection, store keeper prints an

appropriate tag and fills it up, namely:
- serviceable part of FORM 2.2.1_IT “Identification Tag” attaching it to rotable parts,

- FORM 2.2.2_ST “Serviceable Tag” for other items, including expendable, consumable,
etc.
Then store keeper puts the component on store together with all related documents:
certificates and tag.
Copies of EASA Form I or copies of equivalent forms may be kept on the store together
with the respective tags. Original certificate or its confirmed copy is to be attached to the
part/component.
2.2.4 Rejection of components after incoming inspection and relevant procedure
In case of any discrepancies are discovered during incoming inspection, store keeper after
entering all data in computer base STORE VIM AVIA fills up and attaches FORM 2.2.3
“Rejected Tag” and then sends it to Quality Department. An item that has such
discrepancies is to be placed to “Quarantine area”.
Then Quality Inspector will thoroughly check the suspected item and after such inspection
take appropriate action:
- if the discrepancies discovered by store keeper are confirmed, Quality Inspector

issues FORM 2.2.4_DS “Discrepancy Sheet” and sends it together with all
related documents to Contracts & Warranty Administration Department (CWAD)
that arises a warranty claim and in send such claim to Supplier requiring the
correction actions to be taken;
- if the discrepancies discovered by store keeper are not confirmed, Quality
Inspector fills up the column “Final Decision” of FORM 2.2.3_RT “Rejected Tag”,
attaches the completed tag to the item and return it to the store, where store
keeper registers it and puts the item in warehouse.
Sending a warranty claim to Supplier, CWAD either determine the certain time (as a rule
14 days) for Supplier to rectify the discrepancies where it is possible (for example,
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additional documents have to be sent by Supplier) or instruct Material Department to send

the subject item back to Supplier requiring the appropriate actions according to the actual
contract.
If the deficiencies outlined in the warranty claim are not rectified within the required time,
when CWAD inform QD and MD. QD fills out the column “Final decision” of FORM
2.2.3_RT just reflecting the rejection of the item and its reasons, and MD arranges the
item to be returned to Supplier together with all documents, including completed Rejected
Tag.
If the deficiencies are rectified, when CWAD advise QD of it and send all respective data.
QD complete the column “Final decision” of FORM 2.2.3_RT just reflecting the corrective
actions which have been implemented by Supplier and attach the completed tag to the
item. When QD return the item to the store, where store keeper registers it as the
accepted one.
2.2.5 Acceptance and incoming inspection of components from internal sources

(e.g. transfer between stores, from the work shops):
Components from internal sources (e.g. transfer between stores, from the work shops)
should pass inspection prior to be stored. VIM maintenance personnel on duty should
check:
Physical condition: checking the packaging, individual markings, checking for any
damages, cracks, etc.
Required documentation as specified in 2.2.2 Eligible release documents
Modification Status and AD compliance
Storage limitation/ life limits
Compliance with Critical Design Configuration Control Limitations
2.2.6 Components removed serviceable from aircraft
Each component removed serviceable from aircraft must have a related tag.
There are three types of tags for such components exist: FORM 2.2.5_TRT “Temporary
Removed Component Tag”, FORM 2.2.6_RST “Rob/Swap Tag” and FORM 2.16.3_EFI
“EASA Form I” (specially described in 2.16.3).
FORM 2.2.5_ TRT “Temporary Removed Component Tag” is generally used for a
component, when it is necessary to remove such component temporarily from aircraft , for
example with the purpose of troubleshooting it is necessary to remove a component
(suspected as unserviceable) and install the serviceable one, or it is necessary to remove
a component to gain the best access to the unserviceable items.
FORM 2.2.6_RST “Rob/Swap Tag” is generally used for components, when with the
purpose of troubleshooting it is necessary to rob/swap these components between
airplanes.
Components removed serviceable from aircraft should pass inspection prior to be stored.
VIM maintenance personnel on duty should check:
Records,
Required documentation as specified above,
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Condition,
"Quarantine" procedure: The components and materials rejected are not accepted
in warehouse. These components and materials are put in zone of quarantine for
decision. In such cases VIM maintenance personnel on duty should write FORM
2.2.3 “Rejected Tag”.
Identification of storage limitation/ life limits
2.2.7 Procedure of treatment of a «bogus part» (record, notification to the

Authority):
In case of suspected “bogus” parts (suspected unapproved parts) found during incoming
inspection VIM maintenance personnel on duty should put it into quarantine zone and fill
out FORM 2.2.3 “Rejected Tag” and send it to Quality Assurance Manager for
investigation.
Quality Assurance Manager issues Suspected Unapproved Parts Notification Letter,
registers it and transfers one copy to the EASA.
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2.3 STORAGE, TAGGING AND RELEASE OF AIRCRAFT COMPONENTS AND

MATERIALS TO AIRCRAFT MAINTENANCE
2.3.1 General
Once components and materials have been inspected at receiving and accepted, they are
sent to the warehouse for further storage.
The storage procedure, identification and release to production of the components and
materials strictly regulated by VIM Airlines. Any damaged component, material and
confusion in types or references are rejected.
2.3.2 Procedures for maintaining satisfactory storage conditions (including

segregation)
Components and materials should be stored rationally in a warehouse meeting the

requirements, where determined by product characteristic, their form, weight, specific
packaging etc.
All components and materials stored and protected, in order to prevent damage and
corrosion during the storage.
The warehouse has the following zones:
reception inspection zone;

unserviceable zone;
quarantine zone;
instrumental and equipment zone;
components and materials storage zone;
Register of components and materials having shelf life expiration limits is made by store
keepers in the field “Shelf Life Limit” of FORM 2.2.1_IT Identification Tag for rotable parts
and in the field “Shelf Life Limit” of FORM 2.2.2_ST Serviceable Tag for other materials.
After reception inspection all components and materials tagged with label in accordance
with:
- Serviceable parts /material – FORM 2.2.1_IT “Identification Tag”/FORM

2.2.2_ST “Serviceable Tag”
- Unserviceable/ quarantine/unsalvageable components (see Part-145.A.42(d))-
FORM 2.2.3_RT “Rejected Tag”.
Components and materials with label FORM 2.2.1_IT, FORM 2.2.2_ST are
accommodated in warehouse, with label FORM 2.2.3_RT in quarantine zone.
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2.3.3 Un-batch procedure
For components, standard parts or materials received and stored by batch, it is required,
at time of release, to duplicate the approval certificate (e.g. Certificate of conformance)
and attach a copy to the release material together with Serviceable Tag FORM 2.2.2_ST.
Then store keeper performs the standard release procedure as specified in chapter 2.3.5
of the MOE.
2.3.4 System and procedure to control of shelf life / Life limit and modification
standard special storage requirements (condition and limitation) e.g.: ESD sensitive
devices, rubber:
Storage time limit is a storage time limitation that limits the component serviceability in the
storage condition. The Manufacturer, stating periodic preservation and re-test
requirements normally determines the storage time limit, while the component is in a
stored condition.
Where Manufacturer does not specify any shelf life requirements, Store Manager may
establish a storage time limit for the component, taking into consideration storage
conditions in order to verify periodically that the component is still in airworthy condition.
The storage time limit is recorded by hand or entered into computer system, regularly
reviewed and selection of it is transferred Store Manager.
If it is necessary to carry out modification or AD of the stored equipment/component/spare

parts Store Manager is informed by Engineering Manager and has to send this item to the
Subcontractor of this task.
After returning of the equipment/component Store Manager with Maintenance personnel

carries out incoming inspection as per section 2.2.3 of this MOE.
The store keeper should withdraw any shelf life item with less than one month life
remaining, and dispose these items in an quarantine zone (issuing a Rejected Tag FORM
2.2.3_RT) pending a solution from Quality Department or Production Manager (its
representative). Quality department personnel or Production Manager may allow to use
the component within the determined shelf life time or requests a rectification of this
discrepancy sending all related documents together with filled up Rejected Tag to
Contracts & Warranty Administration Department.
2.3.5 Storage identification of components
The following method of storage identification is applied at VIM Airlines:
The rows of shelves are numbered by Arabic numerals, than the shelves are identified by
Latin letters top-down, and typically each shelf is divided in separate sections identified by
Arabic numerals. So, graphically and as example it can be shown as follows (the bolded
component location in this example is 2A3):
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8
7
6
5
4
3
2
1 A 2 A 1
B B
1
C C
2.3.6 Distribution of components to the maintenance teams
The store personnel is available during all time of aircraft maintenance.
Only serviceable aircraft components/materials are released to aircraft maintenance.

When material or spare parts are needed for maintenance, store keepers check in
computer base STORE VIM AVIA for requested components/materials. Storekeeper finds
the location of the part just inquiring in the computer system.
If component is available, store keeper entries the data in the store base REL/RETURN
(release/return). Then necessary data is filled up, an Exit Order is automatically generated
reflecting the following:
- number of exit order

- aircraft that require component/material
- date of issue
- release store area
- receiving team
- a person who requested a component/material
- a person who released a component/material
- a person who confirmed a release if necessary
- component/material description
- part number
- serial number
- measure units
- quantity released
- quantity returned if applicable
- store batch number
- the signatures of the persons involved in release (releaser/recipient)
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All Exit Order are kept in Exit Order Register.
The storekeeper passes the item to the requester who signs off the respective Exit Order.
Part will be dispatched with all required documents only including the approved certificates
and appropriate tag.
In case of part unavailability, PMR is issued by maintenance teams as set out in chapter
2.1.4.1 of the MOE.
When MD receive completed PMR, purchase order is placed and sent to supplier.
Periodically but not less than once a half year the store inventory is inspected and the
report of the inspection is forwarded to Material Support Manager. The inventory
inspection report includes quantity of accepted, released and remained items.
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2.4 ACCEPTANCE OF TOOLS AND EQUIPMENT
Reference: EASA Part 145.A.40 (a) 1, 2, 3 and AMC 145.A.40 (a) (b)
2.4.1 General
This paragraph specifies the procedures of reception and acceptance of the tools/
equipment received new, maintained, modified, calibrated and the lent/ hired tooling.
Sufficient tools and equipment specified by the aircraft and component manufacturers’
technical documentation should be planned by PPCD Manager, purchased/loaned by
Material Support Department and must be available when needed.
2.4.2 Tools and equipment acceptance procedure and its marking
Tool/Equipment Leading Engineer is responsible and authorized for acceptance of tools

and equipments in VIM Airlines.
He is responsible to Material Support Manager.
All tools and equipment are classified as:
Standard tools/equipment;
Specific tools/equipment;
Ground support equipment
and also can be subdivided on tools/equipment which should be calibrated, tested or only
inspected.
FORM 2.4.1_MTEL “Master Tool and Equipment List” is issued and regularly updated by
Tool/Equipment Leading Engineer to register all specific tool/equipment received and used
by VIM Airlines.
All tool and equipment should pass incoming inspection prior to be stored or operated.
During acceptance inspection Tool/Equipment Leading Engineer must perform a visual
examination and check the following:
Adequacy to the order;

Physical condition (mainly checking integrity and absence of packing damages),
Availability of necessary accompanying documentation, e.g. certificates,
passports, test results, calibration certificates, where applicable and its accuracy
(e.g. check of the validity of the calibration);
Quantity
If acceptance inspection is passed successfully, Tool/Equipment Leading Engineer marks

such tool/equipment in the following manner:
For the tools included in the tool boxes:
“VIM_number of tool box | identification of box applicability | individual tool number in the box”
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For the tools intended for storage without including in the tool box:
“VIM_TS | individual tool number”
“TS” means Tool Store
“Identification of box applicability” means by what maintenance staff such box should be
used. VIM Airlines have four different box identifications:
M – mechanic,
MO – operative mechanic,
A - avionic,
C – cabin
So, marking “VIM_1M_023” means a tool/equipment identified as 23rd in the list of the
mechanic tool box number one. Such list of all tools/equipment included in the box must
be attached to such box.
When it is decided to purchase some spare tool, number of tool box should be the next
than the latest existing one. So, if there are 8 mechanic tool boxes, a spare tool should be
marked as follows: “VIM_9M_XXX” just keeping the same individual tool number in the
box. Then a tool is replaced by a spare one, Tool/Equipment Leading Engineer changes
tool identification number in the list of all tools/equipment included in the box, e.g. tool
marked as “VIM_1M023” would be replaced by the tool marked “VIM_9M_023” et cetera.
If acceptance inspection is not passed, Tool/Equipment Leading Engineer fills up Rejected

Tag FORM 2.2.3_RT and puts the rejected tool/equipment in a quarantine zone in the
Tool Store. At the same time a copy of the filled up Rejected Tag is sent to Quality
Department. Then Quality Inspector evaluates the rejection and takes the final decision.
If the reasons of rejection are confirmed, Quality Inspector writes it down in Rejected Tag
and sends all related documents to Contracts & Warranty Administration Department for
arising a warranty claim against the supplier/subcontractor of tool/equipment. In this case
the rejected part may be sent back to the supplier (for repair, test, etc.) or may be kept in a
quarantine zone just waiting for appropriate actions or documents, when for example the
rejection is caused by lack of necessary documentation.
If the reasons of rejection are not confirmed, Quality Inspector writes it down in Rejected
Tag column “Final Decision”. Then a tool in question should be marked and put in store.
After marking Tool/Equipment Leading Engineer entries all essential information about
accepted tool/equipment for registration into computerized Register of tools/equipment
and puts the tool/equipment in store.
If tool/equipment is calibrated one then Tool/Equipment Leading Engineer specify such

tool/equipment in Calibration List FORM 2.5.1_CL and issues (received tool for the first
time) or updates Tool Individual File FORM 2.5.2_TIF. Details are set out in chapter 2.5 of
the MOE.
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In some cases Tool Store personnel may issue and attach to the tool/equipment a
Calibration Sticker FORM 2.5.3_CS, for example when the calibration sticker from the
original manufacturer or subcontractor performing the testing was lost during maintenance
process.
2.4.3 Order and acquisition of tool/equipment
Necessary equipment and tools are selected by analyzing of aircraft and/or component
documentation, manufacturer instructions such as AMM, CMM, MPD, SRM, WDM, etc.
Consulting with Engineering Manager and Tool/Equipment Leading Engineer, Material
Support Manager places a purchase order for required tool/equipment via e-mail, fax.
Verbally or by any other method agreed with the supplier.
2.4.4 Acceptance of loaned/leased tools and equipment.
Tools and equipment which are rarely used within VIM Airlines may not be purchased but
just loaned/leased.
The main issue in case of loaning is clear understanding between VIM Airlines and lessor
who remains responsible for the conformity of approved standards (e.g. calibration) and
who would hold the documentation.
Any personal tool or equipment which VIM Airlines agree to use may be used. Such
tool/equipment must be recommended by the Manufacturer and should pass the incoming
inspection as set out in chapter 2.4.2 of the MOE.
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2.5 CALIBRATION OF TOOLS AND EQUIPMENT
Reference: EASA Part 145 .A.40 (a) 1, 2, 3 (b) and AMC 145.A.40 (a) (b) 1, 2
2.5.1 General
This paragraph describes all the procedures related to the controls, revisions,
modifications, checking and calibrations of the tools/ equipment.
VIM Airlines uses tools, equipment, special testing equipment with metrological
characteristics, which have to be calibrated/verified and marked according to the
appropriate requirements. The interval of calibration/verification is limited to one year.
Records of calibration/verification are kept.
Tool/Equipment Leading Engineer is responsible for storage, distribution and follow-up

actions of the calibrated/verified tools and/or equipment and for metrological
characteristics.
2.5.2 Register of calibrated tool and calibration program
Tool/Equipment Leading Engineer is in charge that calibration of tools and equipment

must be carried out at defined intervals and in accordance with approved standards.
The information about all calibrated tools including alternative that require to be controlled
in terms of servicing or calibration by virtue of being necessary to measure specified
dimensions and torque figures, etc should be entered in the computerized Calibration List
FORM 2.5.1_CL that can be easily printed in case of necessity.
By means of entering and updating by Tool/Equipment Leading Engineer the Calibration
List a calibration program is performed.
Receiving any calibrated tool Tool/Equipment Leading Engineer must issue or update the
Tool Individual File FORM 2.5.2_TIF. This file is attached to the tool.
Each file contains the following information:
- Identification data about tool (its part number, serial number, identification
number, where applicable
- Periodicity of calibration and/or periodicity of maintenance
- Calibration/maintenance dates
- Results of calibration and references to appropriate documents
With each file the copies of last calibration report should be kept.
Determinations of calibration intervals are as per manufacturer’s recommendations but no

more than 1 year. In addition to these intervals each item must be tested and calibrated
whenever the unit has been damaged, the tool has not been operating properly or
Tool/Equipment Leading Engineer have serious doubts about proper condition of
tool/equipment.
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All calibrations/tests are performed according to manufacturer’s instructions and methods,

national and international standards. Metrological checking and calibration of tool and
equipment will be carried out in accredited and certified laboratories.
If calibrated/tested tool/equipment is found to be out of order by the repairer, this

information must notified by Quality Department and necessary actions taken.
2.5.3 Identification of tool/equipment with expired servicing / calibration dates
In case of calibration expires or defects the tool/equipment must be appropriately identified

that is not usable and it must be repaired or calibrated only by authorized (approved) work
shops. In such cases Tool/Equipment Leading Engineer fills up Rejected Tag FORM
2.2.3_RT and puts the item in Quarantine area and send a copy of the completed tag to
Quality Department for necessary actions or decisions.
2.5.4 Management of personal tools
VIM Airlines policy prohibits use of personnel tools and equipment. All tools and
equipment used by VIM personnel must be under Tool/Equipment Leading Engineer
control and be in proper condition and functioning for its intended use.
Tools and equipment not checked and calibrated as required should not be used.
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2.6 USE OF TOOLING AND EQUIPMENT BY STAFF (INCLUDING ALTERNATE

TOOLS)

EASA Part 145.A.80
2.6.1 General
Tools and equipment used by personnel are only the designated by manufacturer in
maintenance data (AMM, CMM, SB ...).
Only personnel who have special training and practical skills can use the tool and
equipment. For each kind of work only appropriate tool can be used.
In return of the tool to the warehouse, appropriate personnel of warehouse examine it,
check its condition and verify marking and quantity. If the returned tool is correct.
If an instrument is as out of limit detected during use, the records must show the
operations checked with this instrument. Corrective actions must be performed.
Access to the storage premises is restricted to the authorised staff.
2.6.2 Tooling management system
All received tool/equipment are recorded in the computer base VIM TOOL. This base
contains the following data:
- description
- part number
- serial number
- identification
- location
2.6.3 Storage of tools and equipment
There is a separate tool/equipment section in the store of VIM Airlines.

This section is divided in Serviceable, Quarantine and Unserviceable zones.
All serviceable tool/equipment are stored in Serviceable zone, any tool/equipment that are
not passed through incoming inspection or just waiting for appropriate decision and/or
actions are put in Quarantine zone, any unserviceable tool/equipment are put in
Unserviceable zone.
Additionally, Outdoor Block is used for storage of some specific voluminous and heavy
tool/equipment that can not be located in Serviceable area due to their dimensions and/or
weight.
The following method of storage identification is applied at VIM Airlines:

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The rows of shelves are numbered by Arabic numerals, than the horizontal sections of
rows are identified by Latin letters. The shelves identified by Arabic numerals top-down,
and typically each shelf is divided in separate sections identified by Latin letters. So,
graphically and as example it can be shown as follows:
D D
C C
B B
D D
A A
C
C C
C
B B
1 A 1 A
B B
2 2
3 A 3 A
1 2
According to this method a location is identified in computerized Register of
tool/equipment and any tool/equipment can be easily found. As a example the location is
1A1A that means that a tool/equipment is located on the first row, in the section “A”, on the
first shelf and in the subsection “A”.
2.6.4 Distribution of tool/equipment to the maintenance teams
There are three Register books for tool/equipment released from store to the maintenance
teams depending on the maintenance team’s request:
Tool Register
Tool Box Register
Roll-Bag Register
Tool Register is used for the tool/equipment which is not included in tool box (specified in
the respective inventory list) or roll-bag.
Tool Register contains the following information:
- release date and time

- shift number
- quantity of released tool/equipment
- aircraft for what the tool/equipment is needed
- name of the person requested the tool/equipment and his signature
- return date and time
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- name of the person received the tool/equipment after use and his signature
- remarks
The maintenance staff puts his signature on receipt and return of tool/equipment to the
Tool store.
The authorized store personnel thoroughly check the returned tool, namely its quantity and
condition. If such check performed successfully store keeper signs the field in the Tool
Register confirming that the tool is returned in proper quantity and condition.
Every tool box and roll-bag have it own Register List in the appropriate Register Book
reflecting all transfers. Such lists contain the following information:
- release date and time

- shift number
- aircraft for what the tool box/roll-bag is needed
- name of the person requested the tool box/roll-bag and his signature
- return date and time
- name of the person received the tool box/roll-bag after use and his signature
- remarks
If any tool is lost, than store keeper must issue the report describing in details what tool
and by whom was lost. Then such report must be confirmed by shift leader. The confirmed
report is kept on the Tool store, one copy is sent to Quality Department.
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2.7 CLEANLINESS STANDARDS OF MAINTENANCE FACILITIES
Area where maintenance is performed should be free from any trash.
Tools and equipment should be clean of any contamination.
The VIM Airlines production facility standards include within other definitions of the quality
of the performance of maintenance, the applicable recommendations for:
- the organization and supervision of the state of working facilities and other
compliance with the relevant technological process requirements
- the need for separate rooms for document preparation, study and completion of
records, for sanitary facilities and storage rooms for tools and working clothes
- the definition of environmental, sanitary and ecological conditions
- ergonomic characteristics and serviceability of equipment
- the storage requirements for component, material, etc
Area for components/materials storage should be clean to prevent contamination of stored

components/materials. Storage facilities are designed in order to be well ventilated and to
maintain at a constant dry air with sufficient temperature to minimize the effects of
condensation. Component manufacturers’ storage recommendations should be followed.
Storage racks and shelves must be strong enough to hold aircraft components. If the
strength of the racks and shelves is not sufficient for certain parts and components, they
must be stored on pallets or other suitable supports on the facility floor. All aircraft
components, wherever practicable, should remain packaged in protective material to
minimize damage and corrosion during storage.
A cleanliness program implemented for all the VIM facilities. This program includes
periodical (daily, weekly, etc.) cleaning.
It is the responsibility of each department manager to assure a reasonable level of

cleanliness in his working area. In particular, this means ensuring that:
- the standard of environmental air quality within the facilities is satisfactory in

terms of temperature, humidity or dust content
- the standard of lighting levels is satisfactory
- the noise levels are satisfactory
- the fabric of all buildings is satisfactory to ensure continued protection against
the effects of the weather, specially during winter season
During the maintenance all personnel should wear the approved uniform (working
clothes).
The final responsibility for all facilities used under the Part-145 certification remains with
Accountable Manager – Technical Director.
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2.8 MAINTENANCE INSTRUCTIONS AND RELATIONSHIP TO AIRCRAFT/AIRCRAFT

COMPONENT MANUFACTURERS’ INSTRUCTIONS INCLUDING UPDATING
AND AVAILABILITY TO STAFF
2.8.1 General
It is the policy of VIM Airlines to hold all applicable maintenance instructions in accordance
with the scope of activities as specified in chapter 1.9 of the MOE and to use
approved/accepted data only.
All maintenance documentation is used without translation as provided in English.
Engineering Department is responsible for the availability, registration, storage, updating
and distribution of necessary instructions to the maintenance personnel.
2.8.2 Types of maintenance documentation
All maintenance documentation used at VIM Airlines is divided into:
Aviation Authorities documentation (EASA, GSAC, FAA, the Russian CAA and
other)
Manufacturer instructions of aircraft and/or aircraft component
Customer/Operator documentation
Internal (developed by VIM Airlines departments) documentation
2.8.2.1 Aviation Authorities documentation
Aviation Authorities documentation is:
- EASA documents, such as Part-66, Part-145 and other guidance and

explanatory materials (AMC, GM), etc
- Documents of the Russian CAA, such as instructions, aviation regulations, rules,
etc.
- GSAC documents
- FAA documents
- Required airworthiness directives as well as CDCCL
- Reports and data sheets for certain types of the aircraft
2.8.2.2 Aircraft and/or component Manufacturer’s instructions
Manufacturer instructions are: AMM, MPD, IPC, SRM, CMM, WDM, etc.
All customized maintenance documentation such as AMM, WDM, etc. must be provided
by the Customer in accordance to the contract and joint procedures before the preparation
of Work Package.
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2.8.2.3 Customer/Operator documentation
Customer/Operator documentation is:
- Maintenance Program (MP)

- Minimum Equipment List (MEL)
- Technical Log Book (TLB)
- etc
This documentation must be provided to VIM Airlines by the Customer/Operator.

The documentation is updated on behalf of the Customer/Operator.
2.8.2.4 Internal documentation
VIM Airlines issues the internal documentation. Persons listed in chapter 1.3 of the MOE
are authorized to issue internal documents to clarify maintenance procedures at VIM
Airlines.
The internal documentation includes Maintenance Job Cards (MJC), Engineering Work
Orders (EWO), etc.
VIM Airlines may only modify maintenance instructions as per section 2.8.4 of the MOE.
VIM Airlines may issue the sample working documentation of aircraft/aircraft component
as per chapter 2.13 of the MOE.
Working documentation must content the reference to Manufacturer and/or Authority
instruction, its issue date, number and date of revision.
In case of updating of Manufacturer/Authority documentation the appropriate amendments
are entered into corresponding internal documentation.
Each manager is responsible for updating of VIM Airlines internal documentation related to
his/her activity.
Engineering Manager is personally responsible for preparing of Job cards with
consideration of changes in manufacturer documentation (AMM, CMM, SB, etc).
2.8.3 Receiving, distribution and updating of documentation
VIM Airlines have a Technical Library under control of Engineering Manager.
All technical documentation from external organizations, manufacturers, Authorities,

customers, operators, documents developed by VIM Airlines as well as revisions of
documents are stored in VIM Airlines Technical Library. They may be stored in electronic
form or/and have a hard copy.
All incoming documentation is checked and registered by Engineer of Technical Library in

computerized INCOMING LIST. The access to this list is restricted to the authorized
personnel only.
INCOMING LIST contains the following data:
- incoming number
- revision number
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- date of document/revision
- date of incoming
- name of document
- librarian signature (electronically generated)
- date and comment
Distribution to the involved departments is performed only after proper registration of

incoming technical documentation.
Engineer of Technical Library is personally responsible for updating and distribution of the
documentation. He should install all required technical data (latest revisions) in all
departments involved including production facilities. After installation at production
facilities Production Manager should check the installed data, its revisions and formally
accept the installation.
Managers of the departments are responsible for keeping and using of received
documentation.
If Operator/Customer controls and provides maintenance data, Engineering Manager must

show that either there is a written confirmation from the Operator/Customer that such
maintenance data is up to date or there are work orders clearly specifying the amendment
status of the maintenance data to be used. Also it can be shown on the
Operator/Customer maintenance data amendment list.
All technical documents used at VIM Airlines are registered and listed in computerized
TECHNICAL DOCUMENTATION MASTER LIST. This list contains the following data:
- document number (part number)

- title
- revision and media type of document (CD, paper, web, etc.)
Operator/Customer provides the hard copies of related ADs to VIM Airlines. Nevertheless,
Engineering Manager periodically ( but not less than two times per month) checks newly
issued ADs and evaluate them considering effectivity to Operator/Customer fleet and
determined due dates.
2.8.4 Modification of maintenance instruction
2.8.4.1 General
VIM Airlines can only modify maintenance instructions (except of ADs compliance
instructions that can not be modified) in according with the procedures set out in chapter
2.8.4.2 of the MOE where it can be shown that such modified maintenance instruction is in
equivalent or improves maintenance standards subject to the type certificate holder being
informed. Maintenance instruction for the purpose of this chapter means an instruction on
how to carry out a particular maintenance task.
2.8.4.2 Modification procedures
The purpose of VIM Airlines modified maintenance instruction should be practically

demonstrated to Quality Assurance Manager prior to the implementation. It is Quality
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Assurance Manager responsibility to approve (not approve) the modified maintenance

instruction.
It is should be noted that modified maintenance instruction should only be used under the
following conditions:
- the type certificate/supplementary type certificate holders’ original intent can be

carried out in a more practical or more efficient manner
- the type certificate/supplementary type certificate holders’ original intent can not
be achieved by following the maintenance instructions. For example, where a
component can not be replaced following the original maintenance instructions
In any case it must be demonstrated that these altered instructions lead to equivalent or
improved maintenance standards.
All modification of procedures must be done taking into account the principles of human
factors described in “Human factors in Maintenance JAA Working Group” Annex 4
“Human Factors Principles for the Design of Procedures”.
2.8.5 Modification of maintenance instruction
Engineering Manager is responsible for documentation subscription from all external

organizations. He should hold the lists of actual subscribed editions to ensure that only
updated documentation is used. Engineering Manager is responsible for receipt from
Operator/Customer the actual updating status of provided documentation.
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2.9 REPAIR PROCEDURE
According to EC 1702/2003 Part-21 A431, a repair means elimination of damage and/or

restoration to an airworthy condition following initial release into service by the
manufacturer of any product, part or appliance.
At the moment VIM Airlines is not certified for the completion of repairs.
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2.10 AIRCRAFT MAINTENANCE PROGRAMME COMPLIANCE
Reference: EASA Part 145.A.45(e)
2.10.1 General
All scheduled maintenance on aircraft is performed in accordance with approved

maintenance programme. The aircraft Maintenance Programme (MP) for a specific aircraft
type as used by VIM Airlines, must be issued by the aircraft Operator based on the
manufacturer maintenance requirements (MRB, MPD). Such programme must be
approved by the applicable Aviation Authorities.
It should be noted that development, completeness and approval of the maintenance

programme which covers aircraft and its components is responsibility of the Operator.
However, VIM Airlines is able to develop the MP and master work cards package for the
Operator/Customer upon request using the standards of the Manufacturer, Aviation
Authority and customer information.
The responsibility for the compliance with the aircraft Maintenance Programme (MP)
remains with PPCD.
PPCD either:
- issues the work orders and task cards including the necessary supporting
documentation, or
- receives the documentation from the aircraft operator or his subcontractor
Certification issued by VIM certifying staff is limited to the work performed only within
maintenance organisation approved scope of work. All work performed by VIM AMO will
be in accordance with the VIM PPCD supplied work package/work order.
Certifying staff and supporting staff will perform maintenance as planned by PPCD
Manager. The aircraft shall be released to service (i.e. issuing the Certificate of Release to
Service – CRS) according to the procedures detailed in chapter 2.16 of the MOE only after
it has been verified that the requirements of the aircraft Maintenance Programme (MP)
have been fulfilled.
2.10.2 Information to be analyzed before preparation of Work Package
PPCD Manager typically obtains and analyzes the following data from Operator/Customer:
- arrival date/time
- aircraft status
- information about volume of scheduled and unscheduled works
- the types of oils and special liquids in the hydraulic system and in engines
- the list and part numbers of units/components to be replaced and supplied
- the opened deferred items
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- the list of airworthiness directives and optional modifications to be performed

- the list of visual inspections
- ground time, any other additional information
- CDCCL items if included in the work order
All customized maintenance documentation such as AMM, WDM, etc. must be provided
by the Operator/Customer before the preparation of Work Package. This documentation is
kept at VIM Airlines according to chapter 2.8 of the MOE.
2.10.3 Planning and preparation of Work Package
PPCD Manager is responsible for planning:
- maintenance tasks in accordance with approved maintenance programme

intervals/work order;
- necessary facilities;
- necessary tools and equipment;
- maintenance documentation;
- maintenance personnel
PPCD analyzes the Operator/Customer Work Orders.

Work/Task Cards are provided by the Customer or prepared by Engineering Department.
Then PPCD prepares the Work Package – Work Summary Sheet (WSS) that includes all
necessary documents, EOs, etc.
Based on the information available the Work Package is issued containing the following
data:
- unique Work Package (WSS) number

- aircraft data
- maintenance station
- date
- scheduled items*
- component change, if applicable
- ADs/SBs to be implemented, if applicable
- any additional working requests
- copies of TLB/GFB/CLB if required
- etc.
* - it should be noted that special attention must be paid to the CDCCL items if they are
included in the work order. PPCD personnel should cross check that all Job Cards related
to CDCCL are marked accordingly. PPCD Manager should advise Production Manager
about any planned CDCCL items.
Then the issued Work Package is submitted to the maintenance staff for accomplishment.
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2.11 AIRWORTHINESS DIRECTIVES PROCEDURE
2.11.1 General
An Airworthiness Directive (AD) means a document issued or adopted by the applicable

Aviation Authorities, which specifies actions to be performed on an aircraft, engine or
component to restore an acceptable level of safety, when evidence shows that the safety
level of this aircraft may otherwise be compromised.
Airworthiness directives are mandatory and date of compliance can not be extended.
VIM Airlines shall not issue a Certificate of release to Service (CRS) for any aircraft which
has Airworthiness Directives (AD) not completed in the determined due time. This applies
to all Airworthiness Directives (AD), even though VIM Airlines is not endorsed to actually
perform the associated works.
PPCD manager plans ADs’ performance based on Operator/Customer Work

Order/Engineering Order or approved AD status for repetitive AD from Engineering
Manager. The airworthiness directives are carried out only within the scope of work and
when facilities, appropriate staff, materials, tool and equipment are available.
After performing AD, it should be released to service in accordance with release to service
procedure as per section 2.16 of the MOE.
2.11.2 Access to Airworthiness Directives
It is generally the responsibility of the aircraft operator to make Airworthiness Directives

(AD) available to VIM Airlines. All applicable ADs should be sent to VIM Airlines
Engineering Department, where they are received, properly stored in Technical Library
and evaluated. The task may, however, be subcontracted to VIM Airlines or shared
between VIM Airlines and the aircraft operator.
The access to Airworthiness Directives (AD) is assured via Internet or hard copy
submittal/subscription.
2.11.3 Airworthiness Directives Completion Control
Before an aircraft or component is released to service the completion of all due

Airworthiness Directives (AD) must be confirmed. Therefore, the Airworthiness Directives
(AD) and modifications lists must be provided by Engineering Department.
Responsibility for completion control for the Airworthiness Directives (AD) remains with the
aircraft operator. VIM Airlines, however, generally cross-checks the applicable documents.
Engineering Department collects and analyzes the Airworthiness Directives (AD).
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The Engineering Department updates the list of Airworthiness Directives (AD) on a regular
basis evaluating their applicability to the aircraft maintained by VIM Airlines and AD due
dates.
Airworthiness Directives (AD) which require repetitive actions (e.g. regular inspections
after certain time intervals) must be included into the aircraft Maintenance Programme
(MP). The necessary steps should be coordinated with the operator. Procedures can be
found in the maintenance contract and Joint Procedure Manual (JPM).
The implementation of the Airworthiness Directives (AD) is confirmed issuing a Certificate

of Release to Service as detailed in chapter 2.16 of the MOE.
The related feedback is sent to the operator involved.
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2.12 OPTIONAL MODIFICATION PROCEDURE
Modification can be carried out only in accordance with approved data from the
Manufacturer (SB) or Engineering Order from a Part 21 DOA or approved by the
competent Authorities.
PPCD manager plans SB performance based on Work Order/Engineering Order.
Engineering Department receives and registers the SBs from the operators in Technical
Library as described in chapter 2.8.3 of the MOE. Engineering Manager analyzes the
content of each SB and if necessary prepares explanations and recommendations to
PPCD and maintenance staff. Engineering Manager should check
applicability of the SB to the aircraft maintained by VIM Airlines, possibility of the SB
performance according to the scope of work of VIM Airlines.
Engineering Manager should also check that the modification is approved by the
Operator/Customer Authority. It is the operator responsibility to obtain/subcontract any
modification design and to submit the modification data to the applicable Authorities for
approval.
Engineering Department should get the SB status for all aircraft maintained by VIM
Airlines. This status must be adequately updated by means of permanent coordination
with Operator/Customer. Engineering Department distributes the SB status within VIM
Airlines to all departments involved.
Before implementing a modification and preparing the Work Package PPCD Manager:
- Studies technical documentation for the forthcoming modification for the best
planning of its performance
- Performs the check of the parts availability, selection of the tooling required to
perform works
After performing modification, it should be released to service in accordance with release

to service procedure as set out in chapter 2.16 of the MOE.
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2.13 MAINTENANCE DOCUMENTATION IN USE AND COMPLETION OF SAME
2.13.1 General
It is necessary to have available all documentation necessary to perform the maintenance

according to the scope of work.
It is the VIM PPCD Manager responsibility to provide the Work Package for Aircraft
Maintenance.
VIM PPCD Manager may provide the Work Package for aircraft maintenance within VIM
EASA Part -145 organisation approval and Capability List only.
All Work Packages if issued by VIM must contain the reference number of the approved
maintenance programme of the aircraft to which it relates as per EASA Part 145.A.45.
2.13.2 Maintenance documentation in use
Following documentation is typically used where in the process of the aircraft Work
Package preparation performed by PPCD for aircraft maintenance and defect rectification:
Technical documentation (MP, AMM, IPC, etc.)

Work Summary Sheet FORM 2.13.1_WSS
Maintenance Job Card* FORM 2.13.2_MJC
Maintenance Job Order FORM 2.13.3_MJO
Engineering Order FORM 2.13.4_EO
Component Change Order FORM 2.13.5_CCO
Component Visual Check Order FORM 2.13.6_VCO
Certificate of Release to Service FORM 2.16.1_CRS
List of Deferred Items FORM 2.16.2_LDI
EASA Form I for rotables parts, related certificates
for other parts/material (may be issued by VIM Airlines FORM 2.16.3)
Identification Tag FORM 2.2.1_IT
Serviceable Tag FORM 2.2.2_ST
Rob/Swap Tag FORM 2.2.6_RST
Temporary Removed Component Tag FORM 2.2.5_TRT
Ground Finding Book (GFB) or its copy
Technical Log Book (TLB) – copy
Cabin Log Book (CLB) - copy
* - it is usually used Customized Manufacturer task card instead of issuing MJC.
Also it is allowed to use a computerized Engineering Work Order (EWO) FORM

2.13_EWO generated in Protema system instead of Engineering Order FORM 2.13.4_EO
and Maintenance Job Order FORM 2.13.3_MJO.
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NOTE: A difference between Airbus and Boeing maintenance documentation, namely

maintenance manual, should be taken into account by all personnel involved in
maintenance process. There is a CDCCL warning on the first page of ATA 28 task related
to CDCCL in Airbus documents. And Boeing specifies a CDCCL warning only at the
subtask not reflecting it on the first page.
Work Summary Sheet FORM 2.13.1_WSS is issued to reflect all planned required work
for aircraft. The Work Summary Sheet also so called “Work Package” contains the
following data:
- WP individual number for reference

- a/c type
- MP revision
- information about a person who issues the WP
- aircraft registration letters and its manufacturer serial number
- station where the maintenance is carried out
- date
- job number and job description
- name/stamp and signature of the maintenance staff
The Work Summary Sheet (WSS) lists routine jobs and all tasks including deferred items
which are planned to be performed during ground time. All related documents, such as
EWOs, EOs, MJCs, MJOs, etc. should be attached to the WSS.
WSS is issued to ensure that each package of attached documents is completed and
before the aircraft is released to service.
Maintenance Job Card FORM 2.13.2_MJC or Customized Manufacturer task card is

produced to reflect the procedure of performance maintenance tasks.
Maintenance Job Order FORM 2.13.3_MJO, Engineering Order FORM 2.13.4_EO and
Engineering Work Order (EWO) FORM 2.13_EWO are produced to reflect the
Maintenance Programme (MP) requirements that appropriated to the particular
inspections, special inspections, structural inspections, etc, to meet the requirements of
the ADs, SBs, any additional operator requirements.
Component Change Order FORM 2.13.5_CCO may be produced to for any required
replacement or removal of components.
Component Visual Check Order FORM 2.13.6_VCO is produced to clarify the position of
aircraft component, its part number, serial number and other data what is required to be
checked.
Certificate of Release to Service FORM 2.16.1_CRS is necessary before flight after

accomplishment of any maintenance on aircraft
List of Deferred Items FORM 2.16.2_LDI is produced during base maintenance in order to
inform the Operator/Customer about deferred items, which have not been rectified during
agreed downtime.
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When there is a requirement to ensure dimensions, or test figures the above figures with
dimensions and specific tolerances should be attached to the Work Package.
Engineering manager is responsible for preparing Maintenance Job Card FORM

2.13.2_MJC with consideration of changes in manufacturer documentation (AMM, SB,
etc).
2.13.3 The completion of maintenance documentation
Personnel performing maintenance works is responsible to make entries on the performed

tasks on the maintenance documentation, Quality Assurance Manager is responsible for
assuring of proper completion of maintenance documentation.
VIM Airlines Certifying Staff are responsible for signing, dating and stamping the
concerned task after ensuring that all inspections and maintenance actions have been
carried out to the required standard. The signature and stamp signifies that the assigned
work was carried out in compliance with applicable work references, the applicable
approved data, and to the associated aircraft maintenance programme have been
satisfied. The signature also guarantees the good understanding by the technicians and
engineers of the performed work cards and the quality information recorded on these
works cards.
It should be noted that a signing of the task is a statement by the competent person
performing or supervising the work, that the task or group of tasks have been correctly
performed. A signing of the task or group of tasks related to one step in the maintenance
process and is therefore different to the release to service of the aircraft.
NOTE: Any task related to CDCCL should be signed with a special reference to CDCCL.
At any scheduled or unscheduled maintenance task carried out to a fuel system feature
classified as a Critical Design Configuration Control Limitations (CDCCL) and before
release to service, the maintenance records shall reflect that the correct configuration is
maintained and ensured. This should be done by the marking: “CDCCL task”
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2.14 TECHNICAL RECORDS CONTROL
2.14.1 General & Records keeping system
Technical records are intended for:
- obtaining authentic information about performed tasks, its content and

character, personnel involved,
- validation and documentation of the effectiveness of the quality system
- releasing products in accordance with the established requirements
The technical records to be stored include:
- working documents
- EASA Form I/related certificates or its copy
- Certificates of Release to Service
- basic information on installed serialised components and/or significant ones in
order to achieve traceability among equipment/certificate/approved data
VIM Airlines retains all detailed technical records and any associated maintenance data.
The technical records (including associated maintenance data) are kept no less than two
years from the date the aircraft to which the work relates was released by VIM Airlines. All
records are stored safely in the archive described in chapter 1.8.4.5 of the MOE taking into
account fire, flood and theft hazards.
The records are either original working papers (hard copies), microfilm copies or the from
the original derived electronic copies.
Electronic records are stored at the VIM Airlines server.
Records keeping system at VIM Airlines is as follows:
All accomplished maintenance records are brought by maintenance staff to PPCD group
in DME airport as per chapter 1.8.4.3 of the MOE, where shift PPCD Engineer checks a
completeness of the provided records (for example, if some items are deferred and this
fact is reflected on the CRS Form 2.16.1_CRS, the correctly completed List of Deferred
Items shall be attached to the WP presented by maintenance staff). If a completeness is
proved, within 12 hours the records are scanned by PPCD Engineer at DME and send by
e-mail to PPCD located at administrative facilities as per chapter 1.8.4.2 of the MOE.
The original hard copies of the technical records are temporarily kept at PPCD group at
DME airport. These records are divided by the aircraft tail numbers and dates. Then no
later than one month from the date the aircraft to which the work relates was released by
VIM Airlines the original hard copies are routed to PPCD at administrative facilities, where
PPCD Archive Engineer checks again a completeness of the provided records and only
after this inspection the technical records are put in the archive specified in the chapter
1.8.4.5 of the MOE. Any deficiencies of the technical records must be notified to PPCD
Manager, who in turn should contact Production Manager for resolving the issues.
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According to the concluded contracts VIM Airlines may manage the technical records on
behalf of operator. The methods and retention periods shall be laid down in the contract
and appropriate Joint Procedure Manual (JPM).
PPCD Archive Engineer is responsible for documentation archiving, however the final
responsibility remains with PPCD Manager.
2.14.2 Access to records
The access to the archive is restricted to the authorized persons involved.

All the records may be accessed by the management of the Operator/Customer at any
reasonable time. The access to the records for the competent Authorities may be
organized whenever such necessity arises.
2.14.3 Records for troubleshooting
For the troubleshooting purposes the computerized AMS (Aircraft Maintenance System)
can used by maintenance staff, MCC and other departments involved.
All defects become apparent on the aircraft maintained by VIM Airlines are entered by
maintenance staff or MCC into AMS as well as their rectification. The main aim of the AMS
is to keep the history of all defects and appropriate actions taken. This will facilitate the
rectification of newly revealed defects.
The access to AMS is authorized, every person has its own login.
Every record in AMS contains the following data:
- a/c
- station
- reference to technical log (TLB, GFB, CLB)
- status of defect
- ATA chapter, section
- MEL, where applicable
- due date for rectification, where applicable
- defect description
- action taken
- date open
- date fix
- the persons who opened and fixed the record/defect
- part numbers and serial numbers of the components replaced/removed/installed
where applicable
- any additional data
In addition, AMS easily allows to print out all deferred items on the aircraft maintained by
VIM Airlines. Computer generated Deferred Items sheet generally reflects the defect
descriptions and due time for their rectifications.
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The usage of other computerized is allowed after prior acceptance of Accountable

Manager - Technical Director.
2.14.4 Cessation of activity and other special cases
In case of stopping of activity, loss or destruction/reconstruction and acceptance by the

Authority VIM Airlines will transfer all the available records to the operator.
In case of sale or other disposal (lease-in, lease-out) of an aircraft or when a contract
starts or ends, VIM Airlines will transfer the technical records to the new owner or operator
of the aircraft or return them to the current operator.
VIM Airlines will take all necessary actions to prevent any loss of records. When the
records are completely lost, VIM Airlines will recover the records using mainly the
computer backup database. The records in this case would be printed from archive data
base and thoroughly checked by PPCD engineers. If completeness of the records is
proved, PPCD Manager would mark the records as “Approved copy” and sign below the
marking. Only after this the records can be stored in the archive instead of lost/destroyed
records. The EASA acceptance is to be gained in some cases when the majority of the
records are lost/destroyed for the period of two years from the date the aircraft to which
the work relates was released by VIM Airlines. Quality Manager should notify the EASA
about this and submit a request by e-mail or other means.
If the records are not complete, VIM Airlines will inform Operator/Customer and Authority.
The same procedure as specified above would be implemented for reconstruction of
lost/destroyed parts of the records.
2.14.5 Provision of records to Operator
VIM Airlines will provide Operator with an scanned copy of the maintenance records within
12 hours after the ordered work is released by VIM Airlines. The original hard copies of the
records will be provided no later than within one month after release date.
Generally this procedure will be followed for every Operator maintained by VIM Airlines,
however the other procedures may be agreed on in the maintenance contract and JPM.
2.14.6 Methods and security
As VIM Airlines is a joint Part-M and Part-145 organisation, the records related to all VIM
Airlines activities as Operator and Maintenance Organisation are stored in the archive
together.
The main method of the storage is that the records are divided by aircraft tail numbers. For
every aircraft the records are kept in chronological order, from the old records to the latest
ones.
The shelves in the archive are strong enough to keep the records in the safe manner. The
bookcases may be also used for the records keeping.
To avoid risk of destruction of the records by fire, a fire extinguisher shall be presented in
the archive room. The access to the archive is authorised only for the persons involved.
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2.15 RECTIFICATION OF DEFECTS ARISING DURING BASE MAINTENANCE
2.15.1 General
All defects found during base maintenance should be recorded in technical log Ground
Finding Book (GFB) by the personnel directly performing maintenance. Another document
may be used upon agreement with the Operator/Customer. Such documents and
procedure of its filling up should be specified in the maintenance contract and/or Joint
Procedure Manual (JPM).
Where a defect has been discovered and before commencing on the rectification process,
an assessment by the VIM Airlines maintenance staff is necessary in order to determine
the required actions. For this, the following should be identified by VIM Airlines
maintenance staff:
- whether the defect is covered by an approved maintenance data

- whether the defect is within the tolerances of the approved maintenance data
- whether the defect must be deferred in accordance with VIM Airlines policy and
approved maintenance documentation
- whether the defect is related to CDCCL or not*
* - VIM Airlines maintenance staff must ensure that when carrying out a modification,
repair or maintenance, CDCCL are not compromised. In order to determine whether the
defect is related to CDCCL or not, maintenance staff should send a request to Engineering
Department in the following cases:
- defect requiring wiring change on the aircraft, even a change not specifically associated
with the fuel tank system
- defect of any wiring located in the zones close to fuel tanks
- any defect that requires opening fuel tanks
IMPORTANT NOTE: All personnel involved in maintenance process should note that
wiring repairs in CDCCL are strictly forbidden.
Every time maintenance staff may consult with PPCD and/or Engineering Manager and/or
MCC concerning the defect, the maintenance data related to this defect, the rectification
history of the similar defects, etc.
Defects that are rectified during maintenance at VIM Airlines facilities are recorded in
GFB. Such GFB is the part of the work package counted in the WSS and routed to PPCD
upon completion of the maintenance.
If the defect can not be rectified due to any reason (e.g. lack of spares, lack of
tool/equipment), then a deferral procedure is initiated as specified in chapter 2.15.2 below.
PPCD Manager should plan defect rectification within VIM approved capability list only
and inform VIM Engineering Manager if defect found out of VIM approved capability list.
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2.15.2 Defect deferral procedure
Before postponing the defects, VIM Airlines maintenance staff responsible for defect
rectification should:
- perform troubleshooting to determine at least, which system, indication or

component is faulty
- check Operator’s MEL/CDL and other technical documentation concerning the
possibility of the aircraft dispatch
- analyse the defect influence over the aircraft operation or passengers comfort
and decide whether appropriate information is information for crew or not
- advise the Shift Leader who in his turn consults with PPCD and/or Enginerring
Manager about deferral
The final decision about any defect to be deferred is taken only after PPCD or Engineering
Manager’s acceptance. PPCD should liaise with operator and gain operator’s approval for
deferral or plan the defect rectification taking into account operator’s request. In case of
deferral Operator must formally confirm all deferred items.
In case of postponing any items and defects could affect or corcern AD’s, SB’s
implementation and other engineering issues Shift Leader must consult with Engineering
Manager for possibility of their deferral.
When a decision is taken to defer the defects, such defects are recorded by Shift Leader
in List of Deferred Items FORM 2.16.2_LDI. Such list must be attached to the work
package and routed to PPCD.
PPCD send the completed work package with the attached list of deferred items to
operator.
Maintenance Coordination Center monitors all deferred defects on the aircraft maintained
by VIM Airlines. MCC engineers daily check deferred items status of the aircraft,
availability of spare parts, material, tool/equipment, which are necessary for defect
rectification. When all required items are available, they provide information to PPCD for
planning issues.
For the best monitoring of deferred items, the computerized system, e.g. Aircraft
Maintenance System (AMS) is used as specified in the chapter 2.14.3 of the MOE.
2.15.3 Deferred items not covered by approved documents
The deferral of any defect found during maintenance at VIM Airlines that is not covered by
the operator’s MEL/CDL and that is not repaired within tolerance given in the SRM, AMM
or other approved data may be done only if it is:
- approved by the manufacturer (TC or STC holder) (usually issuing NTO – no

technical objection) and the Authority of State Registry
- accepted by VIM Airlines Accountable Manager – Technical Director
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Engineering Manager is responsible for initiating the above mentioned actions. Quality
Assurance Manager will assist in getting an Authority approval.
2.16 RELEASE TO SERVICE PROCEDURE
Reference: EASA Part 145.A.30(h)

EASA Part 145.A.50(a)
EASA Part 145.A.50(b)
EASA Part 145.A75(e)
2.16.1 General
The formal release to service is a procedure performed after completion of aircraft,

engines or components maintenance and overhaul before a flight with the purpose to
confirm that the released aircraft, engines or components are fit for operation.
The Certificate of Release to Service (CRS) should relate to the task specified in the
manufacturer’s or operator’s instructions or the Aircraft Maintenance Program (AMP)
which itself may cross-refer to a manufacturer’s or operator’s instruction in the a
maintenance manual, Service Bulletin (SB) etc.
A certificate of release to service shall be issued by appropriately authorized certifying

staff on behalf of organisation when it has been verified that all maintenance ordered has
been properly carried out by the organisation in accordance with the procedures specified
in 145.A.70, taking into account the availability and use of the maintenance data specified
in 145.A.45 and that there are no non-compliance which are known that hazard seriously
the flight safety.
The Certificate of Release to Service (CRS) contains the following statement:
Certifies that the work specified except as otherwise specified was carried out in
accordance with Part-145 and in respect to that work the aircraft/component is
considered ready for release to service
The date such maintenance was carried out should include when the maintenance took
place relative to any life or overhaul limitation in terms of:
date
flight hours
cycles
landing
as appropriate.
When extensive maintenance has been carried out, it is acceptable for the Certificate of
Release to Service (CRS) to summarize the maintenance so long as there is a unique
cross-reference to the work-pack containing full details of maintenance carried out.
Dimensional information should be retained in the work-pack record.
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The procedure draws attention to the fact that EASA Part-145 does not normally permit
the issue of a Certificate of Release to Service (CRS) in the case of noncompliance
(read:… taking into account, that there are no non-compliances which are known that
hazard seriously the flight safety….). “Hazard seriously the flight safety” means any
instances where safe operation could not be assured or which could lead to an unsafe
condition. It typically includes, but is not limited to:
significant cracking
deformation
corrosion or failure of primary structure
any evidence of burning
electrical arcing
significant hydraulic fluid or fuel leakage
any emergency system or total system failure
An airworthiness Directive (AD) overdue for compliance is also considered as a serious

hazard to flight safety.
The signature of the certifying person confirms that:
- all works have been performed in compliance with maintenance manuals, and
all discrepancies are rectified or deferred by description of corrective actions
and in accordance with approved procedures (the deferred items to be accepted
by Operator)
- all items of required inspections are inspected by the personnel authorized to

perform such works and properly recorded.
- the aircraft and its components are considered in airworthy condition
Aircraft On Ground (AOG Situation)
Requirements of this procedure apply as well as the following:

When an aircraft is grounded (AOG) outside main maintenance station, due to non
availability of aircraft components with the appropriate release certificate and it is stated
so in the aircraft technical log.
Then it is permissible to temporarily install an aircraft component without the appropriate
release certificate for a maximum of 30 flight hours or until the aircraft first returns to the
main maintenance station, whichever is the sooner.
Component must have a serviceable/identification tag clearly stating the release
organisation and its NAA approval reference.
The component must be removed prior to end of the 30 flight hours or at first return to
main maintenance station, unless an appropriate release certificate has been obtained in
the meantime.
2.16.2 Release to Service for Aircraft

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A Certificate of Release to Service (CRS) for aircraft shall be issued by appropriately

authorized certifying staff of behalf of VIM Airlines when it has been verified that all
maintenance ordered has been properly carried out by VIM Airlines in accordance with the
procedures specified in the Maintenance Organization Exposition (MOE), taking into
account the availability and use of the maintenance data and that there are no non-
compliances which are known that hazard seriously the flight safety.
A Certificate of Release to Service (CRS) shall be issued before flight at the completion of
any maintenance.
Compliance with all other EASA Part-145 and operator requirements means making an
appropriate entry in the aircraft technical log, checking for compliance with type design
standards, modifications, repairs, Airworthiness Directive (AD), life limitations and
conditions of the aircraft components plus information on where, when and why the aircraft
was grounded.
Note: release of any task related to CDCCL should have a special writing reference to
CDCCL. At any scheduled or unscheduled maintenance task carried out to a fuel system
feature classified as a Critical Design Configuration Control Limitations (CDCCL) and
before release to service, the maintenance records shall reflect that the correct
configuration is maintained and ensured. This should be done by the marking: “CDCCL
task”.
When VIM Airlines is unable to complete all ordered maintenance, it may issue a
certificate of release within the approved aircraft limitations (refer to the Aircraft Flight
Manual – AFM, the Minimum Equipment List (MEL) and the Configuration Deviation List –
CDL) for all completed maintenance only. In such case the deferred items shall be entered
in the aircraft Deferred Item List that in turn should be approved by Operator and attached
to Certificate of Release to Service (CRS) before the issue of such certificate.
Remark: Being unable to complete all maintenance ordered, could mean that the
maintenance required by the aircraft operator could not be completed due either to
running out of available aircraft maintenance downtime for the scheduled check or by
virtue of the condition of the aircraft requiring additional maintenance downtime.
When in doubt the case shall be discussed with the operator according to the procedures
found in the maintenance contract and the Joint Procedure Manual (JPM). The aircraft
operator remains responsible for ensuring that all required maintenance has been carried
out before flight. Therefore such operator must be informed in the case where full
compliance cannot be achieved within the operator’s limitations. If the operator agrees to
deferment of full compliance, then the Certificate of Release to Service (CRS) may be
issued subject to details of the deferment, including the operator’s authority, being
endorsed on the certificate.
Such a case shall be decided by Accountable Manager – Technical Director or Production

Manager after due consultation with the parties involved. A decision to issue a Certificate
of Release to Service (CRS) shall be forwarded in writing, including supporting
documents, to the person who actually signs the release.
2.16.3 Issuance of EASA Form I

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VIM Airlines may issue an EASA Form I FORM 2.16.3_EFI for:
components in storage prior to Part-145 and Part-21 became effective and which
are therefore not released on an EASA Form I or equivalent in accordance with the
MOE chapter 2.2
components used on an aircraft and removed in a serviceable condition from a
serviceable aircraft. Examples include leased and loaned aircraft components
components removed in a serviceable condition from aircraft which have been
withdrawn from service, or from aircraft which have been involved in abnormal
occurrences such as accidents, incidents, heavy landings or lighting strikes
VIM Airlines remains responsible for ensuring that all reasonable measures have been
taken to ensure that only approved and serviceable aircraft components are issued an
EASA Form I.
2.16.3.1 Issuance of EASA Form I for components in storage
The following conditions are to be taken into account by VIM Airlines issuing an EASA
Form I for components in storage otherwise VIM Airlines may not issue an EASA Form I:
It should be understood that the release of a stored but unused aircraft component
in accordance with this chapter represents a maintenance release under Part-145
and not a production release under Part-21
An acceptance test report or statement should be available for all components that
are subjected to acceptance testing after manufacturing or maintenance as
appropriate
The aircraft component should be inspected for compliance with the manufacturer’s
instructions and limitations for storage and condition including any requirement for
limited storage life, inhibitors, controlled climate and special storage containers. In
addition or in the absence of specific storage instructions the aircraft component
should be inspected for damage, corrosion and leakage to ensure good condition
The storage life used of any storage life limited parts should be established
2.16.3.2 Issuance of EASA Form I for used components removed from a

serviceable aircraft
Reference: EASA AMC to Part 145.A.50(a)
Serviceable aircraft components removed from a Member State registered aircraft may be
issued an EASA Form I by VIM Airlines subject to compliance with the following
conditions:
the component should be removed only by an appropriately qualified and

authorized person who has such rights delegated by VIM Airlines
the aircraft component may only be deemed serviceable if the last flight operation
with the component fitted revealed no faults on that component/related system
the aircraft component should be inspected for satisfactory condition including in
particular damage, corrosion or leakage and compliance with any additional
manufacturer’s maintenance instructions
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the aircraft record should be researched for any unusual events that could affect
the serviceability of the aircraft component such as involvement in accidents,
incidents, heavy landings or lighting strikes. Under no circumstances may an EASA
Form I be issued by VIM Airlines if it is suspected that the aircraft component has
been subjected to extremes of stress, temperatures or immersion which could
affect its operation
a maintenance history record should be available for all used serialized aircraft
components
compliance with known modifications and repairs should be established
the flight hours/cycles/landings as applicable of any service life limited parts
including time since overhaul should be established
compliance with known applicable airworthiness directives should be established
the aircraft from which the aircraft component was removed should be specified in
block 13 of the EASA Form I
2.16.3.3 Issuance of EASA Form I for used components removed from an aircraft
withdrawn from service
Aircraft withdrawn from service are sometimes dismantled for spares. This is considered
to be a maintenance activity and should be accomplished under the control of a
organization approved under Part-145, employing procedures approved by the competent
authority.
Serviceable aircraft removed from an aircraft withdrawn from service may be issued an
EASA Form I by VIM Airlines subject to compliance of the following conditions:
To be eligible for installation components removed from such aircraft may be issued
with an EASA Form I by an appropriately rated organization following a satisfactory
assessment, so VIM Airlines may exercise its right to issue an EASA Form I for
such components only to the extent to its approval rating and appropriate limitations
As a minimum the assessment will need to satisfy the standards set out in chapters
2.16.3.1, 2.16.3.2 of the MOE as appropriate. This should where known, include the
possible need for the alignment of scheduled maintenance that may be necessary
to comply with the maintenance programme applicable to the aircraft on which the
component is to be installed
Irrespective of whether the aircraft holds a certificate of airworthiness or not, VIM
Airlines should satisfy itself that the manner in which the components were
removed and stored are compatible with the standards required by Part-145 and
the company procedures specified in the MOE
When big amount of parts are planned to be removed from the aircraft, a structured
plan may be formulated to control the aircraft disassembly process. The
disassembly is to be carried out by VIM Airlines under the supervision of certifying
staff, who will ensure that the aircraft components are removed and documented in
a structured manner in accordance with the appropriate maintenance data and
disassembly plan
All recorded aircraft defects should be reviewed and the possible effects these may
have on both normal and standby functions of removed components are to be
considered
Dedicated control documentation is to be used as detailed by the disassembly plan
if such plan is developed, to facilitate the recording of all maintenance actions and
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component removals performed during the disassembly process. Components

found to be unserviceable are to be identified as such and quarantined pending a
decision on the actions to be taken. Records of the maintenance accomplished to
establish serviceability are to form part of the component maintenance history
Suitable Part-145 facilities for the removal and storage of removed components are
recommended to be used, as a minimum there are to be suitable environmental
conditions, lighting, access equipment, aircraft tooling and storage facilities for the
work to be undertaken. While it may be acceptable for components to be removed,
given local environmental conditions, without the benefit of an enclosed facility
subsequent disassembly (if required) and storage of the components should be in
accordance with manufacturer’s recommendations.
2.16.3.4 Procedures to be followed filling data in EASA Form I
An EASA Form I may be issued by VIM Airlines certifying staff (namely by Shift
Engineers), who, however, in case of any doubts must consult with the engineering
department in order to gain the necessary data.
An EASA Form I should be issued by:
Signing in block 20
Stating “Inspected” in block 12,
Specifying in block 13 when the last maintenance was carried out and by whom,
or
When the component is unused, specifying when the component was
manufactured and by whom, with a cross reference to any original
documentation
Stating, if applicable, from which aircraft a component was removed
The Authorized staff must consult the engineering department about Airworthiness
Directives (AD) or repairs or modification are known to be incorporated and, where
applicable specify them in block 13.
In addition detail of life used for service life limited parts must be listed.
2.16.4 Personnel issuing a Release to Service
VIM Airlines certifying staff shall under no circumstances issue c Certificate of Release to
Service for any maintenance which has been performed outside the scope of works for
which VIM Airlines is certified or outside of the relevant license endorsements of the
signing person.
The person issuing a Certificate of Release to Service should use his normal signature
and specify his own company authorization number. A certification stamp may be issued
optionally.
2.16.4.1 Release to Service After Base Maintenance
Following Base maintenance the Certificate of Release to Service (CRS) Form

2.16.1_CRS is issued by the Certifying staff category C only. Also such personnel may
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issue the CRS Form 2.16.1_CRS after difficult works such as some AD, SB, significant
modifications or repairs, other works, where applicable.
In parallel the CRS in technical log TLB must be reflected and signed by certifying staff.
It should be noted that certifying staff must refer to the maintenance event and to the
appropriate completed WP, if applicable, issuing the CRS in TLB.
In case of incomplete maintenance and/or some differed items of the works requested, the
List of Deferred Items Form 2.16.2_LDI should be prepared by PPCD under the request
of Shift Leader who in turn must approve correctness of such list and specify the reason
for deferment. The Certifying Staff category C must ensure that List of Deferred Items
Form 2.16.2_LDI is attached to CRS and correctly filled up.
The Form of the Certificate of Release to Service may be varied as additionally agreed
with operator and stipulated in the contract and/or Joint Procedure Manual (JPM).
2.16.4.2 Release to Service After Line Maintenance
Following Line maintenance the Certificate of Release to Service (CRS) is issued by the
Certifying staff category B1/B2 or category A to the extent of their responsibilities.
The CRS for Line maintenance is signed in technical logs: TLB and/or GFB and/or CLB
referring to the maintenance event and the appropriate completed WP where applicable
and doesn’t require the issuance of Form 2.16.1_CRS.
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2.17 RECORDS FOR THE OPERATOR
Reference: EASA Part 145.A.55(b)

EASA Part 145.A.55(c)
Part of the maintenance process is a completion of all related documents. Since the
aircraft operator carries the final responsibility for the performance of all required
maintenance to an approved standard, the aircraft operator should be furnished with valid
copies of the maintenance records.
VIM Airlines records all details of performed works. Records may have hard and/or soft
view. VIM PPCD receives completed file of work performed from Repair Station, including
certificates of release to service together with a copy of any specific approved data used
for repairs/modifications carried out and filled up by Shift Leader the List of Deferred Items
where applicable.
PPCD Manager is responsible for planning and check of compliance of all ordered and
performed works.
Production Manager is responsible for corrective filling of all records.
PPCD provides operator with original of CRS just attaching it to the requested work order,
other copy is kept in VIM Airlines.
The copies of all detailed records of maintenance, copies of certificates of release to
service and any other documents related to approved data, including EASA Form I or
equivalent for components had been changed, will be retained by VIM Airlines for two
years from the date when aircraft is released to service.
If Operator has special agreement with VIM Airlines for retention of records, certificates of
release to service and associated approved data of Operator’s aircraft then VIM Airlines
PPCD is responsible for such activities.
In case of cessation of activity of VIM Maintenance Organization, all retained records will
be passed to the last Operators/Customers. If no possibilities to determine the
Operator/Customer, the records will be retained according to the Authority requirements.
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2.18 REPORTING OF DEFECTS TO THE COMPETENT AUTHORITY /OPERATOR/

MANUFACTURER
All defects, failures and other discrepancies which influence or may influence flight safety
found during maintenance are reported by Quality Assurance Manager to EASA and
operators.
The first and immediate report shall be sent to the operator. A copy of the report shall be
sent to the competent authority. Additionally it may be required to sent a copy to NAA of
Country of aircraft registration, Russian CAA, Type Certificate (TC) or Supplemental Type
Certificate (STC) holders, manufacturers, The Design Organization Approval (DOA)
holders.
Such defects include:
- Airplane structure that requires major repair,

- Cracks, permanent deformation or corrosion of airplane structures, if more than
the maximum acceptable;
- Emergency evacuation system (exit doors, evacuation lighting, slides, and slides
rafts);
- Any other failure, malfunction or defect in an airplane that occurred at any time,
if, in the opinion of Quality Assurance Manager, the failure, malfunction or defect
has endangered or may endanger the safe operation of an airplane;
- Failure of any emergency system during schedule testing.
- AD overdue for compliance
Aviation Authorities may require to submit information additional to that described above.
Reporting procedure
In case of reportable defect maintenance staff will identify and inform Quality Assurance
Manager.
The Quality Assurance Manager is responsible for occurrence reporting. Occurrence

reports shall be submitted in writing.
Quality Assurance Manager will make Report of un-airworthy condition and forward it to
the respective addressee in earliest possible time but not more than 72 hours.
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2.19 RETURN OF DEFECTIVE AIRCRAFT COMPONENTS TO STORE
Defective components are defined as components removed either from aircraft, engines,
APU during maintenance, or from flight kits / stores due to failure or Shelf Life expiration
rectification requirements, modification requirements, etc.
Defective components are not returned to the production until the reasons of such non-
compliance are known and rectified. Rectification must be documented. When a
component has been returned to serviceability it should have an appropriate tag and
associated certificate as listed in chapter 2.2.2 Eligible Release Documents (EASA Form I,
Certificate of Conformity, etc.).
All defective rotable components are returned to the store.
To return rotable component to the store the Unserviceable Part of Identification Tag Form
2.2.1_IT is used. It should be noted that personnel who remove the unserviceable
component should fill up the Unserviceable Part on the two sheets of Identification Tag in
case of removal/installation of the components, and on the second sheet in case of just
removal of the unserviceable component.
Always the second sheet of Identification Tag shall be attached to the unserviceable
component.
Components removed from the aircraft are stored in the isolated unserviceable area.
The isolation of the defective component is performed to avoid its use in the production
process until a decision of Quality Assurance Department personnel about its repair,
modification and further use or scrapping is made.
Such unserviceable area is under Store Manager supervision and control.
In case of parts received without necessary documentation, including tags, from the store
as well as for the material except rotable items where necessary, technician will fill out
Rejected Tag Form 2.2.3_ RT, send part together with the tag to the store and inform
Quality Assurance Manager.
Store staff is responsible for defective components handling once in store.
The components typically qualified as unsalvageable are described in the chapter 2.2.2 of
the MOE.
The destruction of unsalvageable items takes place under the responsibility of the Material
Support Manager.
There are various methods of destruction:
- the component, part or material is sent back to the operator who is the owner of
the item; in this case the component, part or material must be clearly marked as
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unsalvageable, most preferably clearly visible on the surface of the item and
irremoveable
- the component, part or material is sent back to the manufacturer or supplier for
environmentally correct destruction
- the component, part or material is sent to a specialized subcontractor; in this
case the component, part or material must be clearly marked unsalvageable,
most preferably clearly visible on the surface of the item and irremoveable
- the component, part or material is made unusable and irretrievable with
mechanical or thermal force
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2.20 DEFECTIVE COMPONENTS TO OUTSIDE CONTRACTORS
Components that do not meet the requirements according to their documentation or to the
delivery contract and for which there are no capabilities within VIM Airlines for repair,
maintenance and overhaul, are to be identified, isolated and removed from the production
process and shipped to the manufacture or another external contractor for repair and
overhaul.
The process resembles very much a reversal of the regulations specified in the chapters
2.2.1 – 2.2.3 of the MOE concerning incoming components. Material Support Manager is
responsible to organize components repair at outside contractors.
So, he is responsible for:
- proper packaging of the components according to the technical documentation

- arrangement of shipping and, when necessary, customs procedures
- the delivery of a complete set of documents
AOG desk of Material Support Department sends a repair order in a free form to the
subcontractor via e-mail, fax or other source agreed with subcontractor. The special forms
of repair orders may be agreed upon with the subcontractor.
Repair order typically reflects the following information: component designation, part and
serial number, eligibility, work to be carried out (inspection, modification, repair, etc), any
additional airworthiness requirements, delivery documents required (EASA Form One or
equivalent, chemical report, mechanical report, inspection report etc.), detailed defect
description.
Components that are sent for any maintenance, such as repair, overhaul, modification,
etc. should have an appropriate tag. All rotable parts in such case should be accompanied
with the second sheet of Identification Tag FORM 2.2.1_IT. The technical documentation
(as EASA Form I or equivalent, previous shop reports, finding report) may be additionally
attached to the component sent for maintenance.
Only contractor EASA/FAA approved for required scope of works are qualified to perform
components repair.
Components which have reached their certified life limit or contain a non-repairable defect
shall be identified as unsalvageable shall not be passed to the incoming inspection and
further production process unless certified life limits have been extended or a repair
solution has been approved.
Remark: It is common practice for possessors of aircraft components to dispose of

unsalvageable components by selling, discarding, or transferring such items. In some
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instances, these items have reappeared for sale and in the active parts inventories of the
aviation community. Misrepresentation of the status of components and the practice of
making such items appear serviceable have resulted in the use of unsalvageable
nonconforming components. Therefore VIM Airlines when disposing of unsalvageable
aircraft components must consider the possibility of such components later being
misrepresented and sold as serviceable components. Caution should be exercised to
ensure that unsalvageable components are disposed in a manner that does allow them to
be returned to service.
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2.21 CONTROL OF COMPUTER MAINTENANCE RECORD SYSTEMS
As stated by Part-145 requirements, maintenance records may be retained either in paper

form, on computer saving systems or any combinations of both.
PPCD Manager is responsible for quality, storage, access and transfer of computer
records.
The computer records are stored in safe condition with regard to fire, flood and theft.
Computer systems used for maintenance have a server which update at least within 24
hours.
Back up is performed every 24 hours.
Access to computer copy of maintenance records is limited and authorized to the

personnel involved.
The responsibility for the operation of the system remains with the IT Department. They
are responsible for all installations, updates of computer programmes and backup
operations.
Records are kept according to chapter 2.14.1 of the MOE. PPCD Manager is responsible
for the storage of the relevant records according the EASA requirements.
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2.22 CONTROL OF MAN-HOURS PLANNING VERSUS SCHEDULED

MAINTENANCE WORK
Reference: EASA Part 145.A.30(d)

EASA Part 145.A.47
2.22.1 General
It is the policy of VIM Airlines to plan all maintenance activities in accordance with
Operator/Customer schedule and resources of VIM Airlines.
PPCD Manager is responsible to determine the man-hours plan of the scheduled work
based on intended volume of work and man-hour data required for its accomplishment.
The source of the needed manpower data is the Maintenance Programme and in liaison
with VIM experience of work performance.
Production Manager is responsible for availability of enough maintenance staff for all
planned tasks. In case of planned CDCCL items, Production Manager should make sure
that one additional person is available for cross checking (double inspection) the
performed task for the best safety level.
2.22.2 Planning
Planning and scheduling are important for the effectiveness of the maintenance process.
Planning and scheduling is necessary for:
- evaluating and planning all maintenance work orders

- managing long-term activities (more than 1 year) and short-term activities (less
than 1 year)
- optimising use of resources (financial, human, time, material, etc.)
- ensuring of adequate documentation of completed work orders
- ensuring of proper usage of tools/equipment
Some jobs require a minimal level of planning while the other ones that are more
complicated require detailed plans and advance coordination. Elements of planning job
include labor estimates, materials and parts estimates, preparation of detailed job cards,
operator/customer requirements, tool/equipment requirements and coordination between
departments.
PPCD Manager defines the title of job, man-hours required and the time remaining for
each type of work. Man-hours are calculated for entire shift loading containing necessary
man-hours for schedule volume of work.
MRS Manager carries out manpower planning for scheduled routine and additional works
based on working hours of maintenance, staff availability and qualification.
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VIM Airlines have sufficient staff to plan, perform, supervise, inspect the maintenance
requested. Have sufficient staff means that VIM Airlines have 50 % of the staff employed
permanently in Maintenance Repair Station (MRS) to ensure organization stability.
If due to any reason, planned number of staff can not be obtained, MRS Manager must
inform PPCD and Production Manager for planning correction or timetable change.
If those changes can not be made, PPCD must inform Accountable Manager- Technical
Director and Quality Assurance Manager.
PPCD plan all tasks in accordance with operator’s approved maintenance programme and
prepare the Work Packages (WSS) for either line or base maintenance to be performed.
This planning should include information of man-hours workload required with personnel
specializations (certifying staff A/B1/B2, support staff) and quantity of them.
There are 4 levels of planning existing at VIM Airlines:
- daily
- weekly
- monthly
- anual
Each Work Package should be prepared taking into account:
- all works that are due to date should be accomplished

- Work Package should include clear instructions or reference to them for tasks
performance
- Work Package should include information about all necessary tools/equipment
to be used
- Work Package should include information about all spare parts/material required
In case of changes more than 25% to the maintenance order, the PPCD Manager reports
to the Quality Assurance Manager and Production Manager.
If the hangar facilities are needed for maintenance PPCD personnel send an appropriate
order to the contracted organisation that provides the hangar. Such orders based on a
monthly agreed schedule of occupation of the hangar for the aircraft maintained by VIM
Airlines.
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2.23 CONTROL OF CRITICAL TASKS

EASA Part 145.A.65
It is the VIM Airlines policy to take all necessary actions to avoid generating the same
mistake during the maintenance of a plane on a whole of identical/redundant systems that
may have serious consequences on the operation of these systems and therefore on the
airworthiness of the aircraft.
It is important to establish the detection and rectification system of the maintenance errors
that could, as minimum, result in a failure, malfunction, or defect endangering the safe
operation of the aircraft, if not performed properly.
The following maintenance tasks should primarily be reviewed to assess the impact on
safety:
- installation, rigging and adjustments of flight controls

- installation of aircraft engines, propels and rotors
- overhaul, calibration or rigging of components such as engines, propels,
transmissions and gearboxes
- tasks, for which previous experiences of maintenance errors exist arising from
the occurrence reporting system
Every CDCCL items requires dual inspection.
The job cards are modified by Engineering Department accordingly to focus on the critical
tasks reflecting such information on the Maintenance Job Cards. The dual inspection is
necessary in such cases.
Every Job Card that contains CDCCL task must have a warning about this CDCCL.
Production Manager is responsible for availability of the maintenance staff to perform a
dual inspection.
The training programs should take into account the study of critical tasks, specially
CDCCL.
In order to prevent omissions, every maintenance task or group of tasks should be signed-
off.
In the case of technicians not authorized to work alone (contracted, personnel during
training) the tasks have to be checked and signed by an authorized personnel.
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2.24 REFERENCE TO SPECIFIC MAINTENANCE PROCEDURES
During the maintenance performance VIM Airlines uses procedures established by the
Manufacturer. If it is necessary to complete these procedures by new information, taking
into account local conditions and instructions, additional requirements for safety, etc. VIM
Airlines establish its own procedures. These procedures are used as additional to the
Manufacturer procedures, including its recommendations and requirements and do not
contradict them.
The aim of these procedures is to describe actions and duties of the personnel,
requirements related to safety, and also the documents that should be complied with by
VIM Airlines.
Aircraft towing procedure
Aircraft towing procedure is described in AMM Chapter 9.
Aircraft taxiing procedure
VIM maintenance personnel should comply with aircraft taxiing procedure as described in
AMM Chapter 9.
Engine run up procedure
Only authorised VIM maintenance personnel will perform engine power assurance check
in accordance with AMM chapter 71-00-00.
Such authorized personnel must receive the Run up training on the relative engine type
and as a result get an appropriate certificate.
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2.25 PROCEDURES TO DETECT AND RECTIFY MAINTENANCE ERRORS
2.25.1 General
It is the policy of VIM Airlines to detect and rectify maintenance errors, that is a basic
element of the internal occurrence reporting system.
VIM Airlines ensure that personnel are not inappropriately punished for reporting or
cooperating with occurrence investigations. Occurrence reporting system enables and
encourages free and frank reporting of any (potentially) safety related occurrence. The aim
of occurrence reporting system is to identify the factors contributing to incidents and to
make the system resistant to similar errors.
The reasons of maintenance errors include, but not limited to:
- ignorance, unconcern, inattention and bad judgment

- incorrect information or lack of information
- insufficient planning, preparation and documentation
- lack of knowledge, training and experience
- high workload and time pressure
- stress, fatigue and fear
- insufficient supervision and control
- insufficient tools, equipment and facilities
- incorrect maintenance data
Above mentioned reasons are not limited to individuals or teams. Investigation results may
point out a systemic problem that requires changes to policies or procedures.
2.25.2 Maintenance errors detection and reporting system
All occurrences happened should be detected and evaluated as fare as possible.
Maintenance error detection is carried out by the following means:
- by the observation of the error by the technicians themselves

- by the controls carried out on the maintenance task application
- in the course of Quality audits carried out by the Quality system
- by the analysis of flight incidents, delays, flight QRF, ground QRF, in flight shut
down (IFSD)
All data concerning incident/occurrence from above mentioned means is transferred from
the person involved to Production Manager and Quality Department as internal reports.
The reports should include the following:
- maintenance task
- description of occurrence
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- date, time of occurrence

- environmental conditions
- aircraft registration number and other data, if applicable
- signature, date
- other additional information
2.25.3 Analysis of internal reports, follow-up and its closure
Quality Assurance Manager is responsible for analysis, follow-up control and timely
closure of internal report.
The analysis system is based on Maintenance Error Decision Aid (MEDA). Quality
Assurance Manager collects these forms and analyses the issues (investigation, interview
of erring employee).
Quality Assurance Manager analyses internal reports usually determining the following:
- general information
- event
- maintenance error
- contributing factors checklist
- error prevention strategies
- summary of contributing factors, error and event
Quality Assurance Manager may involve any employer to receive more detailed
information concerning maintenance error.
Quality Assurance Manager considers the results obtained and decides for the status of
the issues.
When analysis is completed, Quality Assurance Manager issues and transmits the
conclusion to the directly concerned persons and/or departments to carry out the
recommendation for error prevention.
When the occurrence and investigation of it involve the certifying and support staff B1/B2
a continuous training is to be established.
Quality Assurance Manager is responsible for the follow-up of discrepancies found during
quality audits carried out by the Agency and/or by the customer.
Quality Assurance Manager is responsible for the follow-up of claims raised by the
customers.
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2.26 SHIFT / TASK HANDOVER PROCEDURES
2.26.1 General
Shift/task handover procedure is very important to provide corrective, safe and effective
production process. For this purpose, the communication between the outgoing and
incoming maintenance personnel should be effective. It is based on the following:
- the outgoing person’s ability to understand and communicate the important

elements of the job or task being passed over to the incoming person
- the incoming person’s ability to understand and assimilate the information being
provided by the outgoing person
- a formalized process for exchanging information between outgoing and
incoming persons
2.26.2 Shift/task Handover Procedures
In the end of each shift the outgoing Shift Leader must provide the incoming Shift Leader
with all existing information concerning not performed/uncompleted maintenance
job/cards. The procedure should take sufficient time to make available satisfactory way of
a shift handover depending on the complexity of tasks to be handed over.
Shift/task handover procedures are carried out in both written and verbal forms. Before
end of shift the outgoing Shift Leader collects all the data concerning aircraft maintenance
for handover tasks. The incoming and outgoing Shift Leaders together control handover of
particular maintenance tasks from the outgoing staff to the incoming staff.
The formalised shift/task handover procedure is established by means of SHIFT
HANDOVER BOOK located in the MRS.
Upon completion of shift handover procedure, the incoming and outgoing Shift Leader
must sign in SHIFT HANDOVER BOOK. This book contains two columns: aircraft and
report. Column “Report” includes all related data about tasks status (not finished,
uncompleted) and may describe the appropriate details about them as well as deferred
items and reasons for deferral.
The outgoing Shift Leader should:
- check the conformity of executed tasks in accordance with maintenance plan

- transfer to the incoming Shift Leader the maintenance data/instructions for
particular aircraft maintained and inform him about the features of task
performed, aircraft condition, production situation, not finished tasks,
uncompleted tasks, deferred tasks and reasons for deferral and where
applicable specify this information in the SHIFT HANDOVER BOOK
- ensure the completeness and correctness of aircraft handover and if necessary
orginise handover procedures directly on the aircraft
The incoming Shift Leader should:

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- perform external and detailed examination of the aircraft if applicable

- accept not finished, uncompleted and deferred tasks
- check the records in SHIFT HANDOVER BOOK, receive the verbal information
from the outgoing Shift Leader and discuss with him questions that could arise
and have to be clarified before shift handover
- provide completeness and correctness of aircraft acceptance and if necessary
organise acceptance procedures directly on the aircraft.
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2.27 PROCEDURES FOR NOTIFICATION OF MAINTENANCE DATA

INACCURACIES AND AMBIGUITIES TO THE TYPE CERTIFICATE HOLDER
Reference: EASA Part 145.A.45(c)

EASA Part 145.A.65
VIM Airlines policy requires to record the details of inaccurate, incomplete or ambiguous
information in the maintenance data discovered by maintenance personnel when carrying
out maintenance. VIM Airlines must report the problem to the author of the maintenance
data in a timely manner.
These maintenance data may be issued by external organisations or by the organisation

itself:
- by the aircraft/component design organisation (AMM, SB, SRM,…)

- the competent Authority (AD, ….)
- the customers in the case of job cards issued and furnished by the customers
- the organisation itself in the case of organisation job cards
When the maintenance personnel discover inaccurate, incomplete or ambiguous in the

maintenance data, this information must be transferred to Quality Assurance Manager in
writing as soon as possible.
Quality Assurance Manager registers the information and transfers it to Engineering

Department.
Engineering Manager is responsible for reporting (via e-mail, fax, official letter or by other
way) the problem to the author (externally - TCH, EASA, Customer or internally) of the
maintenance data/instruction in a timely manner.
Engineering Manager is responsible for recording such communications and retaining

these records until the author of the maintenance data has clarified the issue. At the same
time, Engineering Manager must transfer the recommendations to the internal users
concerning continuation of usage of this maintenance data. Once the issue has been
clarified, Engineering Manager transfers such information to Quality Assurance Manager
for control.
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2.28 PRODUCTION PLANNING PROCEDURES
In order to ensure the safe completion of the maintenance work, the PPCD define in the
amount and complexity of work to plan the availability of all necessary personnel, tools,
equipment, material, maintenance data and facilities.
The production planning function includes two complementary elements:
- scheduling the maintenance work ahead, to ensure that it will not adversely
interfere with other work as regards the availability of all necessary personnel,
tools, equipment, material, maintenance data and facilities;
- during maintenance work, organizing maintenance teams and shifts and provide
all necessary support to ensure the completion of maintenance without undue
time pressure.
Annually PPCD Manager determines plan-timetable of maintenance performance on a

base of the VIM Engineering Manager WO / contracts / agreements / requests and so on.
Calculation of maintenance man-hour plan and the procedure to reassess work intended
to be carried out when actual staff availability is less than the planned staffing level for
any particular work shift or period are performed as per chapter 2.22 of this MOE.
The PPCD plan jobs on concrete maintenance event. In this case it is taken into account
following: giving out and integration of the job cards, set up of the teams and shifts,
technician / specialist needs, work scheduling, facility need, definition and preparation of
the component kits, checking of the availability of the necessary tools and organization.
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2.29 Maintenance on CDCCL items
As soon as maintenance on fuel tank items is expected, the responsible shift leader shall
be aware to assure that CDCCL trained personnel are available. Since the CDCCL items
need special attention regarding traceability of such maintenance and documentation, they
are considered as a double inspection items (DII) and need special marking on the
documentation. The documentation of such performed maintenance shall clearly state this
by recording the statement “CDCCL Item”. However since modifications on CDCCL items
are airworthiness limitation items (ALI) all intended modifications must be Part-21
approved. The maintenance release shall also clearly state that maintenance on critical
tasks have been performed.
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PART L2 ADDITIONAL LINE MAINTENANCE PROCEDURES 2
L2.1 LINE MAINTENANCE CONTROL OF AIRCRAFT COMPONENTS, TOOLS,

EQUIPMENT ETC. 2
L2.2. LINE MAINTENANCE PROCEDURES RELATED TO

SERVICING/FUELLING/DE- ICING ETC. 4
L.2.2.1 REFUELING/DE-FUELLING PROCEDURE 4
L.2.2.2 DE-ICING / ANTI-ICING PROCEDURE 5
L.2.2.3 POTABLE WATER REPLENISHING 6
L.2.2.4 WASTE TANK SERVICING 6
L2. 3. LINE MAINTENANCE CONTROL OF DEFECTS AND REPETITIVE DEFECTS 7
L2.4. LINE PROCEDURE FOR COMPLETION OF THE TECHNICAL LOG 8
L2.5. LINE PROCEDURE FOR POOLED PARTS AND LOANED PARTS 11
L2.6. LINE PROCEDURE FOR RETURN OF DEFECTIVE PARTS REMOVED FROM

THE AIRCRAFT 12
L2.7. LINE PROCEDURE CONTROL OF CRITICAL TASKS 13

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PART L2 ADDITIONAL LINE MAINTENANCE PROCEDURES
L2.1 LINE MAINTENANCE CONTROL OF AIRCRAFT COMPONENTS, TOOLS,

EQUIPMENT ETC.
VIM Airlines will use serviceable aircraft components, tools, equipment, etc.
MRS Manager is responsible for inspection of the delivered components and materials,
components, tools, equipment, facility, etc.
Production manager is responsible for inspection of the used materials, components,

tools, equipment, facility etc.
Inspection, registration, release of aircraft to aircraft maintenance of the

materials/component/ingredient is made in according with section 2.2-2.3 of this MOE.
Inspection, registration, distribution, use and return of tooling/instrument by the staff

destined for line maintenance carrying out base and line maintenance is made in
accordance with sections 2.4- 2.6 of this MOE.
All items which have been used during this maintenance performance are verified before
returning to the standard utilisation. The verification is done taking into account possible
impact of the non-routine conditions. The goal of the verification is to check whether the
items parameters/status are still within approved standards.
VIM may perform occasional maintenance tasks as per section 1.9 for the period of up to
two months outside the approved locations without any additional permission or
notification of the EASA. Such maintenance tasks have to be covered by the VIM
approved scope of work. During performing such tasks:
• all technical standards established for the VIM approved locations have to be
preserved;
• all procedural requirements determined in this section have to be fulfilled.
Quality Assurance Manager controls the time of such activities that should not exceed two
months. In case of exceeding the EASA approval must be got.
The term “occasional maintenance” is commonly used in this Section for the maintenance
performed by VIM outside its approved locations.
The directives given in the 145.A.75 (c) are the basis for VIM occasional maintenance
activity.
The need for occasional maintenance services may arise from:
the unserviceability of the VIM aircraft that occurs beyond approved locations (e.g. a/c
hard landing, a/c structural damage etc), or necessity of supporting occasional line
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maintenance of the VIM aircraft that occurs beyond approved locations (e.g. a delivery of
a new a/c, a prolonged stay of a/c after unexpected landing etc.).
VIM general policy concerning occasional maintenance is as follows:
• any occasional maintenance is performed by fully equipped VIM team only (i.e
properly authorized personnel with all necessary documentation, parts, materials,
tools and equipment).
The occasional line maintenance is formally finalised in the same way as established for
maintenance performed at the VIM approved locations:
• the Work Package is closed according to the rules given in the MOE Section
2.13;
• the CRS is issued according to the rules given in the MOE section 2.16;
• the technical records are managed according to the rules given in the MOE
Section 2.14.
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L2.2. LINE MAINTENANCE PROCEDURES RELATED TO SERVICING/FUELLING/DE-

ICING ETC.
VIM will perform the line maintenance procedures according to requirements of the AMM
and approved maintenance instructions.
The MRS manager is responsible for line maintenance procedures related to

servicing/fuelling/de-icing etc.
Open air maintenance is performed with season maintenance limitations.
L.2.2.1 Refueling/De-fuelling procedure
Planned refueling.
Responsible mechanic, in accordance with aircraft timetable, performs “planned refueling”.
"Planned refueling"- minimum fuel quantity, which is necessary to fulfill flight as requested.
"Planned refueling" is accomplished during Pre-flight check in accordance with quantity
requested by flight crew not later then 1 hour before aircraft departure.
If it is impossible to perform “planned refueling”, responsible mechanic reports to shift

leader for taking necessary action.
Fuel tanker comes to the aircraft in accordance with aircraft departure timetable and
dispatcher’s order.
Operator of fuel company connects fuel hoses to the aircraft after responsible mechanic
approval.
Before re-fuelling commences, responsible mechanic checks the fuel certificate. The
certificate must contain the following information:
• fuel type;
• fuel density;
• percentage of additives in fuel etc.
The responsible mechanic defines:
• residual fuel remaining on the aircraft;

• requested fuel quantity.
The responsible mechanic calculates the required fuel quantity in litres and advises this
quantity to the operator of the Fuel Department.
After fire precautions have been carried out, responsible mechanic gives a command for
re-fuelling. Fire precautions and refueling must be carried out in accordance with authority
requirements.
Mechanic, performing the re-fuelling, is responsible for:

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• refilled fuel quantity calculation;

• real quantity on board after final refueling;
• correctly filling out the documentation and forms.
After refueling accomplishment, responsible mechanic fills out the "Order for fuel"- form
with copy.
The following information must be written on this form:
• fuel quantity refilled in litres;

• registration number of fuel tanker;
• percentage of additives in fuel;
• flight number;
• aircraft registration number;
• responsible mechanic signature;
• Fuel department operator signature;
• airport, where refueling has been performed.
The "Order for fuel", correctly filled out, is given to the operator of Fuel Supplier and the
copy - to the captain or to the first officer.
Responsible mechanic reports to the shift leader/ supervisor about refueling

accomplishment.
L.2.2.2 De-icing / anti-icing procedure
Technician, responsible for Pre-flight check, is responsible for aircraft de-icing/anti-icing. In

addition, in heavy snow conditions, shift leader, specially designates the technician or
group of technicians, who are in charge to perform aircraft de-icing/anti-icing. In icing
conditions, technician/ engineer, responsible for aircraft maintenance, visually estimate the
icing status of the aircraft and make a decision whether aircraft should be de-iced or not,
in accordance with AMM and authority requirements.
The responsible technician/engineer orders the de-icing/anti-icing vehicle via shift

dispatcher. After de-icing vehicle arrival, responsible technician/engineer checks the
certificate of the de-icing fluid, which is kept by the de-icing vehicle operator.
The responsible technician/engineer, together with de-icing vehicle operator, defines the
fluid type, which depends on the ambient temperature and weather conditions, using the
anti-icing fluid manufacturer's tables. De-icing/anti-icing is performed in accordance with
AMM and authority requirements.
Technician team performs de-icing of the aircraft under control of responsible

technician/engineer, who is responsible for de-icing quality. The shift engineer reports to
the shift leader about aircraft's de-icing/anti-icing accomplishment. The flight crew together
with shift engineer takes the final anti-icing decision, after Pre-flight check accomplishment
and passenger boarding.
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L.2.2.3 Potable water replenishing
Potable water replenishing is performed by technician, responsible for Pre-flight check or

for specific work (defect in water system, scheduled water disinfections, etc.). Water
service truck drives to the aircraft in accordance with the timetable, depending on aircraft's
departure. If necessary, the responsible technician orders the water service truck via shift
dispatcher. The responsible technician guides the water service truck,
connects/disconnects hoses to/from the aircraft. Before replenishing, he makes sure that
hose couplings are clean and checks the “Potable water certificate”, which is kept by the
water truck operator. The water certificate is valid 4 hours only. Water quantity refilled is
ordered from the responsible technician by the purser.
Replenishing is performed in accordance with AMM. After water replenishing

accomplishment, responsible technician signs the water truck operator “schedule of
duties”.
L.2.2.4 Waste tank servicing
Waste tank drain/refill procedure is accomplished during “After arrival check”. Under cold
weather conditions, waste tank draining is performed within 1/2 hour after arrival of aircraft
and refill during “Pre-flight check”. The waste service truck drives up to the aircraft in
accordance with the timetable. If necessary, responsible technician can order waste
service truck via shift dispatcher. The waste service operator guides the water truck
driving up, connects and disconnects hoses to/from the aircraft service panels under
control of the responsible technician . The responsible technician makes sure, that
waste tanks are empty, the couplings are clean and advises waste service operator the
special liquid quantity to be refilled. Waste tanks servicing is performed in accordance with
AMM.
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L2. 3 LINE MAINTENANCE CONTROL OF DEFECTS AND REPETITIVE DEFECTS
In order to maintain flight schedule integrity it occasionally becomes necessary to defer

the rectification of defects due to the lack of spare parts. Deferrals shall be permitted
under controlled conditions defined in the MEL, AMM, and other technical manuals.
NOTE. Only certifying staff may perform the following procedure.
There are several possible reasons to postpone the defect: no time or no spare parts,
special equipment, tools, etc.
The responsible technician, together with mechanics/avionics in charge, performs

troubleshooting to find at least which system or component is faulty.
On a daily basis MCC controls the Aircraft Technical Log Book (TLB), the Cabin Log Book
(CLB), the Ground Finding Book (GFB) and the list of deferred items for defects or
repetitive defects.
The certifying staff (mechanic/avionic) look through a copy of TLB, CLB and GFB on a
daily basis and it is responsible for controlling repetitive defect occurrences related to
component/system up to the 5 previous flights with assistance of the MCC.
Postponing of the defects at the line maintenance should be executed as described in

section 2.15 of this MOE. The certifying staff and MCC are responsible for controlling all
deferred defects. PPCD is in charge for planning deferred items rectification.
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L2.4. LINE PROCEDURE FOR COMPLETION OF THE TECHNICAL LOG
VIM Airlines will perform maintenance, which enable to release aircraft to the service.
VIM may maintain any aircraft or any aircraft component for which it is approved at any
location subject to the need for such maintenance arising either from the unserviceability
of the aircraft or from the necessity of supporting occasional line maintenance subject as
per PART - 145.A.75 (c).
The MRS Manager is responsible for performance aircraft maintenance or aircraft

component out of the maintenance base.
The PPCD is responsible for coordination the line maintenance request.
The MRS manager is responsible for performance of the maintenance tasks and fulfillment
of the line maintenance documentation.
Analyze of information, confirmation of the line maintenance Program and WO procedure

are established in section 2.10 of this MOE. WP for each aircraft is completed according to
the WO as per section 2.13 of this MOE.
The original of the WP or list of jobs performed together with the CRS are submitted to the
PPCD. Aircraft Release to service should be done at TLB.
The record in TLB must include:
• defect;
• action with reference to Manufacturer documentation, revision number and date;
• CRS – that means date, place, time, signature, stamp/number of his qualification
license, number of the VIM PART-145 Approval. Number of VIM Approval issued
by Authority of aircraft registration country may be specified additionally.
If it is possible to take the copy of the record in TLB/CLB, the mechanic transfers this
record to PPCD.
If the defect rectification isn’t described in the repair manual and/or in other documentation
of the Manufacturer, the defect rectification is made in accordance with section 2.15 of this
MOE.
Storage, access, recovery and delivery of the records are described in section 2.14 of this
MOE.
When an aircraft is grounded at a location other than the VIM maintenance station and it is
necessary to install an aircraft component without the appropriate release certificate
(EASA Form 1 or equivalent) then VIM has permission to install this component without
the appropriate release certificate and issue temporary CRS for a maximum of 30 flight
hours or until the aircraft first returns to the main line station or main maintenance base,
whichever is the sooner.
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It is realised in case of availability of the aircraft Operator agreement and said component
having a suitable serviceable tag but otherwise in compliance with all applicable
maintenance and operational requirements. Such aircraft components must be removed
by the specified time unless an appropriate release certificate has been obtained in the
meantime.
Suitable serviceable tag means a tag, which clearly states that the aircraft component is
serviceable.
It is clearly confirmed by record of the VIM certifying staff releasing said component as
per above section L.2.4.2, together with details of the PART -145 Approval from EASA.
Compliance with all other PART-145 and Operator requirements means marking an
appropriate entry in the aircraft technical log, checking for compliance with type Design
standards, modifications, repairs, airworthiness directives, life limitations and condition of
the aircraft component plus information on where, when and why the aircraft was
grounded.
Maintenance records in TLB
TLB completion at the line station depends on maintenance check. There are two sections
at the top of TLB:
• reference to CRS;
• engines oil uplift;
• hydraulic oil uplift;
Maintenance personnel accomplishing the TR write down in each section:
• station;
• date of accomplishment;
• license number ;
• signature
the “check” box that can be After Arrival or Before Departure check.
“Engines oil uplift” section is filled out with engines and APU oil quantity (in US quarts)
added (even if zero), UTC time, APU hours, station, date, maintenance license number
and signature.
“Hydraulic oil uplift” section is filled out with hydraulic oil quantity (in US quarts) added
(even if zero), station, date, maintenance license number and signature.
“A/C acceptance” section is filled out with flight number, station, date, captain's license
number and signature.
RAMP-check has to be performed by qualified maintenance personnel only that sends the
information to PPCD about RAMP-check accomplishment. After departure of aircraft the
Jobs Cards correctly filled up must be sent to PPCD.
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Defect rectification records in TLB
For defect entry, there are two “Description” and “Action” fields on each TFLB page. Flight
crew can write only one defect in each “Description” field. Maintenance staff describes
defect rectification in the “Action” box of the TFLB. When defect is rectified, the certifying
person fills out and signs the “Fixed” section. Under certain conditions (no time for
troubleshooting or no spare parts, etc) and the defect can not be corrected, certifying
person performs the postponing of defects procedure and fill out and sign the “Ramp” in
the “Date” box of the transferred section.
At home maintenance personnel must perform the corrective action, as described in

internal instruction about rectification of defects.
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L2.5. LINE PROCEDURE FOR POOLED PARTS AND LOANED PARTS
Not applicable at the present time.

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L2.6. LINE PROCEDURE FOR RETURN OF DEFECTIVE PARTS REMOVED FROM

THE AIRCRAFT
VIM will return defective components/defective parts removed from the aircraft to home
base for external maintenance.
The PPCD and Line Maintenance manager are responsible for fulfillment of that
procedure.
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L2.7. LINE PROCEDURE CONTROL OF CRITICAL TASKS
Line procedure control of critical tasks is carried out as specified in section 2.23 of this
MOE.
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PART 3 QUALITY SYSTEM PROCEDURES 2

3.1 QUALITY AUDIT OF ORGANISATION PROCEDURES 2
General 2
3.1.1 Principles 2
3.1.2 Responsibilities 3
3.2 QUALITY AUDIT OF AIRCRAFT 5
3.2.1 General 5
3.2.2 Principles 5
3.3 QUALITY AUDIT REMEDIAL ACTION PROCEDURE 7
3.3.1 General 7
3.3.2 Principles 7
3.4 QUALIFICATION AND TRAINING PROCEDURE 8
3.4.1 General 8
3.4.2 Certifying staff qualification 8
3.4.3 Categories, requirements and privileges 8
3.4.3.1 Category “A” - Line Maintenance Certifying Mechanic. 8
3.4.3.2 Category “B”- Maintenance Certifying Technician (B1– Mechanic, B2–
Avionics) 10
3.4.3.3 Category “C”- Base Maintenance Certifying Engineer 10
3.4.3.4 Training 11
3.4.4 Skills and abilities evaluation & examination 12
3.4.5 Company Authorisation 12
3.4.5.1 General 12
3.4.5.2 Extension of the company authorisation. 13
3.4.5.3 Limitation, suspension or withdrawal of the company authorisation. 14
3.5 CERTIFYING STAFF RECORDS 15
3.5.1 General 15
3.5.2 List of Certifying Staff approval procedure 15
3.5.3 Individual file contents 15
3.5.4 Access to files and storage. 16
3.6 QUALITY AUDIT PERSONNEL 17
3.6.1 General 17
3.6.2 Knowledge and experience requirements for auditors 17
3.6.3 Principles 17
3.7 QUALIFYING INSPECTORS AND AUTHORISATION 19
3.8 QUALIFYING MECHANICS 21
3.9 AIRCRAFT OR AIRCRAFT COMPONENT MAINTENANCE TASKS EXEMPTION
CONTROL PROCESS 22
3.10 CONCESSION CONTROL FOR DEVIATION FROM THE ORGANIZATIONS'
PROCEDURES 23
3.11 QUALIFICATION PROCEDURE FOR SPECIALIZED ACTIVITIES SUCH AS
NON-DESTRUCTIVE TESTING, ETC... 24
3.12 CONTROL OF MANUFACTURERS' AND OTHER MAINTENANCE TEAMS 25
3.13.1 General 26
3.13.2 Initial/complete training 26
3.13.3 Continuation training 27
3.13.4 Control procedures 27
3.14 COMPETENCE ASSESSMENT OF PERSONNEL 28
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PART 3 QUALITY SYSTEM PROCEDURES
3.1 QUALITY AUDIT OF ORGANISATION PROCEDURES
General
The Quality system of VIM Airlines is fully independent in order to comply with the EASA
Part-145 requirements. Quality Assurance Manager has a permanent and direct access to
Accountable Manager – Technical Director for providing him with any relevant information
including the deficiencies and corrective actions taken.
The primary objectives of the quality system are to enable the approved maintenance
organization to ensure that it can deliver a safe product and that it remains in compliance
with the requirements.
The quality system of VIM Airlines is monitored by means of independent audits to verify
whether quality activities and related results comply with planned arrangements and to
determine effectiveness of the Maintenance Organisation on a constant and planned
basis, in order to assure a satisfactory level of confidence in the compliance with the
EASA Part-145 requirements.
3.1.1 Principles
Quality monitoring is accomplished by:
− Internal audits
− External Audits of suppliers/subcontractors.
Internal audits are carried out to determine that the quality system is effectively
implemented and maintained and conforms to the intended quality aims and requirements.
Audits of suppliers are carried out at contracted or subcontracted organizations or

suppliers to ensure the delivered products and/or services comply with the defined quality
standards and requirements.
The audit objectives are to determine to which extent the quality system:
− Achieves its objectives

− Complies with regulatory requirements
− Meets customers contractual requirements
− Conforms to quality standards.
− Improve the effectiveness of the quality system
− Verify that the quality system continues to meet requirements
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The subject of quality audits is to recognize deficiencies and to determine corrective action
required.
Quality audits will be carried out by competent personnel (auditors) under the control of
Quality Assurance Manager.
The main goal is to maintain an independent Quality system. The audit staff may be
supported by other staff not having direct responsibility in the area being audited, but
working in cooperation with the relevant personnel.
The Quality Assurance Manager must establish the annual (12 months) audit plan
(scheduled audits).
The audit plan shall cover the following elements:
− The specific activities and areas to be audited

− References to the quality documentation or specific legal requirements
− Schedule and frequency of audits
The QAM will implement the audit plan, which during a 12 months period will address the
whole maintenance activity and all aspects of Part-145. Unscheduled audits may be
carried out. These audits may be initiated by the QAM, Accountable Manager – Technical
Director and other management personnel.
Audit reports must be issued and presented timely, understandable, objective and
constructive to audited department.
The report shall include at least:
− Activities and areas audited

− Nonconformities and deficiencies found
− Findings are categorized into 3 groups as follows of which level 1 represents major
non-compliance, level 2 represents minor non-compliance and level 3 represents
recommendation and observation.
− Corrective actions required and time limit.
NOTE: The Accountable Manager – Technical Director must be immediately informed in

cases of level 1 finding or where corrective actions have not been performed within the
given time schedule.
3.1.2 Responsibilities
The Accountable Manager – Technical Director has the ultimate responsibility to ensure
that corrective actions are initiated and have reestablished compliance with the
appropriate requirement or company’s standard.
The QAM is responsible for planning, executing, reviewing, documenting and reporting of
audits and corresponding observations. In addition he is responsible to monitor the
implementation and completion of corrective actions, and to ensure that corrective action
is taken in response to findings, timely and with efficiency.
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The Quality Auditors are responsible for maintaining the efficient quality system at VIM
Airlines by means of performed audits, their analyses and proposed corrective actions to
be implemented. They also should ensure that proposed actions are taken in time and in
proper way.
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3.2 QUALITY AUDIT OF AIRCRAFT
3.2.1 General
VIM has established a product quality audit plan as integrated part of Quality Audit Plan
that include all aircraft/ specialist services covered by MOE Part 1, Subpart 1.9 Scope of
Work and the associated Capability Listing.
The Quality Audit Plan prepared on a yearly basis and designed to ensure that all
maintenance tasks carried out on the aircraft and specialist services are in accordance
with EASA Part-145 requirements. A Quality Audit Plan may be changed during the year,
if needed (extension Scope of Work, extent of the companies vested approvals,
Unscheduled Audits, etc are required to be addressed.).
The Authority is provided with this plan on request.
Each kind of Audit will be done at least annually, or as assessed reasonable based upon
previous positive showings of compliance and audit closure performance.
3.2.2 Principles
Quality Assurance Manager is responsible for preparation of audit. He defines tail number,
date and team.
Product audits will concern following subjects (non-limited):
- Facilities;
- Equipment;
- Tooling;
- Materials;
- Maintenance Data;
- Certifying Staff and associated records;
- Competence of personal;
- Capability List;
- Work Package;
- Products;
- Processes;
- Work Orders;
- Work Instructions;
- Task Card Completion;
- Aircraft Surveys;
- Out of Hours Audits;
- Unannounced Audits;
- Man Power and Resource Management
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In addition to the scheduled audits, unscheduled audits may be carried out. These audits
may be initiated by:
- The Accountable Manager – Technical Director;

- The Quality Assurance Manager;
- The Management personnel as per MOE Part 1, Subpart 1.3.
Quality Auditors will carry out the Quality Audits according to the Quality Audit Plan. The
number of these scheduled audits shall cover all product lines, locations and associated
activities under EASA Part-145 Approval Certificate, Appendix 1, approval class rating.
The Quality Audit of aircraft is mainly consist of verifying that all maintenance performed
on the aircraft, including documentation and qualification of personnel, is in compliance
with EASA Part-145 requirements, together with all associated procedures and work
instructions.
The causes and effects of faulty processes and products must be analyzed and evaluated.
Corresponding corrective actions will be developed and applied within the appropriate time
scales in order to positively address the root cause of each and very non-compliance to
avoid a repetition of the faults.
Audit reports are distributed to all concerned parties. In addition maintenance personnel
will be provided with a copy of this report, when corrective action includes further
maintenance task completion.
Audit reports are to be retained by Quality Department at least 2 years after the date of
clearance of the findings to which they refer.
Each audit finding is covered by a Corrective Action for monitoring the agreed corrective
action progress (the corrective actions developed and proposed by the responsible
manager and accepted by the QAM) to achieve re-compliance against the subject issue,
within a reasonable and deliverable/achievable time scale.
A Corrective action is only considered to have been resolved after verification that the
actions taken permit that type of fault to be eliminated.
The final closure of each audit must be formally communicated with the responsible
manager and also to the Accountable Manager – Technical Director.
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3.3 QUALITY AUDIT REMEDIAL ACTION PROCEDURE
3.3.1 General
Any non-compliance/deviation detected with regard to product, procedure and processes

gives rise to an action aimed at identifying the root causes of the fault, assessment of all
possible contributing factors, seeking the appropriate remedies and initiating a quality
improvement procedure designated to prevent the fault from recurring.
It should be noted that this task can not be subcontracted.
3.3.2 Principles
An essential element of the quality system is the quality feedback system.
The independent quality audit reports, with corrective action request will be sent to the
relevant department(s), for rectification actions, giving target rectification dates.
Rectification dates will be discussed with such department(s) before the quality assurance
manager, or nominated quality auditor confirms such dates in the report. The relevant
departments are required to rectify findings and inform the quality assurance department
of such rectification.
In case of level 1 findings rectification must be performed immediately.
The Accountable Manager – Technical Director will hold regular meetings with staff to
check progress on rectification. Such meetings may be delegated to the Quality
Assurance Manager. In this case the Accountable Manager – Technical Director will hold
meet at least twice per year with the staff involved to review overall performance.
NOTE: The Accountable manager – Technical Director must be immediately informed in

cases of level 1 finding or where corrective actions have not been performed within the
given time schedule.
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3.4 QUALIFICATION AND TRAINING PROCEDURE
3.4.1 General
It is the VIM policy to grant certifying authorization to competent personnel who meet the
qualification requirements, receive initial and continuous training and is able to determine
when the aircraft is ready to release to service and it should not be released to service.
Aircraft are released to service only by Certifying staff.
Quality Assurance Manager is responsible for issuing Company Authorisation for certifying
staff.
3.4.2 Certifying staff qualification
VIM personnel are certified in accordance with Part-145.A.30 (j) (1), (2) and Appendix IV
of Part-145 requirements. VIM issue a certificate of release to service for an aircraft when
satisfied that all required maintenance has been completed according to appropriate
regulations.
The certifying staff must hold a license issued under the Russian Civil Aviation regulations
in compliance with ICAO Annex 1 and have enough physical fitness required according to
the function to be ensured.
3.4.3 Categories, requirements and privileges
The following categories are established in VIM Certifying Staff:
Category A – Line Maintenance Certifying Mechanic
Category B – Maintenance Certifying Technician (B1 – Mechanic, B2 – Avionics);
Category C – Base Maintenance Certifying Engineer
3.4.3.1 Category “A” - Line Maintenance Certifying Mechanic.
The applicant for this category must:
- demonstrate as a minimum graduation certificate from certified by RCAA

specialized aviation college/school (at least 3,3 years of study);
- have 3 years of maintenance experience;
- comply with other requirements specified above.
- Be aged 19 years or over
- Have a relevant special basic training.
- Be the holder of a valid Russian CAA maintenance license.
- Have completed an approved course of theoretical/practical training at level
corresponding to ATA Specification Level 2
- Have EASA Module 9 and Module 10 training
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- Have EASA CDCCL Training according to AMC to 145.A.30 (e)

- Have a good knowledge of VIM MOE (Introduction training)
- A good knowledge of English language
A good knowledge of the English language means such level of knowledge that allows an
applicant to:
- read and understand the instructions and technical manuals in use;

- make written technical and maintenance documentation entries, which can be
understood by those with whom he is normally required to communicate;
- read and understand the VIM maintenance organization procedures;
- verbally communicate at such level as to prevent any misunderstanding when
exercising the privileges of his authorization. In all cases, the level of
understanding needs to be compatible with the level of certification authority
granted;
Category “A” - Line Maintenance Certifying Mechanic is authorized to:
- carry out and signature of routine Line Maintenance tasks;

- certify work (issue Certificate of Release to Service) for simple defect
rectification only if performed by themselves (not allowed to certify work
performed by others)
Under AMC 145.A.30 (g), typical tasks permitted after appropriate task training to be
carried out by the Line Maintenance Certifying Mechanic for the purpose of the issuing a
EASA-145.A.50 aircraft Certificate of Release to Service as part of minor scheduled line
maintenance specified in the operators approval maintenance program and simple defect
rectification are contained in the following list:
a) Replacement of wheel assemblies.

b) Replacement of wheel brake units.
c) Replacement of emergency equipment.
d) Replacement of ovens, boilers and beverage makers.
e) Replacement of internal and external lights, filaments and fluorescent tubes.
f) Replacement of windscreen wiper blades.
g) Replacement of passenger and cabin crew seats, seat belts and harnesses.
h) Closing of cowlings and refitting of quick access inspection panels.
i) Replacement of toilet system components but excluding gate valves.
j) Simple repairs and replacement of internal compartment doors and placards but
excluding doors forming part of a pressure structure.
k) Simple repairs and replacement of overhead storage compartment doors and cabin
furnishing items.
l) Replacement of static wicks.
m) Replacement of aircraft main, emergency and APU aircraft batteries.
n) Replacement of in-flight entertainment system components but excluding public
address.
o) Routine lubrication and replenishment of all system fluids and gases.
p) The de-activation only of sub-systems and aircraft components as permitted by the
operator's minimum equipment list where such de-activation is agreed by EASA as a
simple task.
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Note: This list will be periodically updated in the light of ongoing experience and
technological changes.
3.4.3.2 Category “B”- Maintenance Certifying Technician (B1– Mechanic, B2–

Avionics)

specialized aviation college/school (at least 3,3 years of study), but it is
recommended to demonstrate graduation certificate from certified by RCAA
specialized high aviation institution/university (at least 5,5 years of study).
- Have a relevant special basic training
- Be the holder of a valid Russian CAA maintenance license
- Have completed an approved course of theoretical/practical training at level
corresponding to ATA Specification Level 3
Category “B”- Maintenance Certifying Technician (B1– Mechanic, B2–Avionics) is

authorized to:
- issue CRS for Maintenance on aircraft structure, power-plants, mechanical and

electrical systems (Category B1),
- or on avionics and electrical systems (Category B2);
- issue CRS following line maintenance
- certify works carried out by others (work as supervisor, typically to Category “A”
certifying staff that are working outside the terms of their certifying privileges).
3.4.3.3 Category “C”- Base Maintenance Certifying Engineer

specialized aviation college/school (at least 3,3 years of study), but it is highly
recommended to demonstrate graduation certificate from certified by RCAA
specialized high aviation institution/university (at least 5,5 years of study)
- Be the holder of a valid Russian CAA maintenance license.
- receive complete type training at level corresponding to ATA Specification 104
level 1 for every aircraft on which he is authorized to make a certification.
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Category “C”- Base Maintenance Certifying Engineer is authorized to:
- issue CRS following base maintenance, the authorization is valid for the aircraft
in its entirety, including all systems.
The principal function of the Category “C” Engineer is to ensure that all required
maintenance has been carried out and signed off by authorized mechanics and
technicians before issue of the certificate of release to service.
3.4.3.4 Training
Training system includes:
- Basic training
- Introduction training
- Type training
- Special training for Module 9, 10, CDCCL training
- Continuation (recurrent) training and on the job training
Basic training is accomplished at Civil Aviation Institute or specialized aviation

college/school.
Introduction training will comprise of an introduction to the company organization,

procedures, forms used and other regulations associated with the action of company.
Type training should be accomplished by the EASA Part-147 approved training

organization also approved by RCAA.
Special training for Module 9, 10, CDCCL training should be accomplished by the EASA
Part-147 approved training organization also approved by RCAA.
Continuation training is a two way process to ensure that certifying staff remain current in
terms of procedures, human factors and technical knowledge and that approved MO
receives feedback on the adequacy of its procedures and modification standard of the
products being maintained plus human factor issues identified from any internal or
external analysis of incidents. It should also address instances where staff failed to follow
procedures and the reasons why particular procedures are not always followed. In many
cases the continuation training will reinforce the need to follow procedures and ensure that
incomplete or incorrect procedures are identified to the company in order that they can be
corrected. Continuation training should be of sufficient duration in each 2-year period. The
Continuation training program should include approved OJT for Certifying and Support
Staff, and internal courses or seminars relevant to their privileges. The length of
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continuation training including OJT and internal courses or seminars should be at least 5
working days per 2 year period.
The Technical Director is responsible for training. The QAM is responsible for the
assessment of all training.
3.4.4 Skills and abilities evaluation & examination
The abilities of applicant should be evaluated during the practical work under the
supervision of a certifying person of a sufficient duration. The evaluation of skills and
abilities is carried out by Personnel Qualification commission. Such commission typically
includes:
- Quality Assurance Manager or its representative as head of commission

- Engineering Department representative
- PPCD representative
- Maintenance engineer
Passing the examination of Personnel Qualification commission all applicants must

demonstrate a detailed knowledge of: VIM Airlines procedures, applicable aircraft
systems, their function in maintenance. They also must demonstrate the correct usage of
all technical literature and documents for the aircraft, abilities (including linguistic) to take
the functions of certifying staff.
The examination results are reflected in the examination list which must be inserted in the
individual file that kept as specified in chapter 3.5 of the MOE.
The applicants which have demonstrated an unacceptable level of competence during

examination will not be qualified as certifying person. The applicants which have
successfully passed the examination are granted with company certification authorisation.
3.4.5 Company Authorisation
3.4.5.1 General
Following to Part-145 requirements VIM Airlines issue Company Authorisation FORM

3.4.1_CA. This authorisation is limited and valid for 2 years only. The revalidation is
performed after the person have successfully passed the examination as per chapter 3.4.4
of the MOE.
Company Authorisation FORM 3.4.1_CA includes the following data:
- date of first issuance of Company Authorisation

- its validity date
- company Part-145 approval reference
- RCAA maintenance license reference
- person’s full name
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- privileges of certifying staff: category or subcategory, aircraft or component type,

limitations
- Quality Assurance Manager’s and person’s signature with the respective dates
The scope of work of the person under this Company Authorisation must not exceed the
scope of work defined by the Russian CAA maintenance license and scope of work under
VIM Airlines Part-145 approval.
Quality Assurance Manager is responsible for issuing the Company Authorisation as soon
as he is satisfied of person’s compliance with the appropriate requirements.
Certifying staff personnel hold a valid certification authorisation. The validity of privileges is
terminated if certifying staff don’t demonstrate at least 6 months of actual relevant aircraft
maintenance experience in any consecutive 2 years period for aircraft release certifying
staff. To control such maintenance experience Individual Log Book is used.
If such experience is demonstrated, the authorization will be renewed provided the holder
has passed the examination as per chapter 3.4.4 of the MOE.
Certifying staff must present their RCAA license and Part-145 release company
authorization within 24 hours, if it is demanded by representative of the Authority and also
by the personnel appointed in chapter 1.3 of the MOE.
3.4.5.2 Extension of the company authorisation.
The procedure of extension of the certifying company authorisation takes into account the
same principles than those presented in the procedure of issue of certifying authorizations
but limited to the certifying privileges intended to be issued.
If the holder of the authorisation has passed the examination and demonstrates revelant
experience, certifying company authorisation is extended.
An authorisation that has been expired for more than 1 year is renewed if the holder
passes the examination on essential subjects, provided the on-job training has been
completed.
An authorisation that has been expired for more than 5 years is renewed if the holder
passes the complete examination, provided the on-job training has been completed.
Quality Department is responsible for: collecting all type certificates (or its copies) and
OJT documents, checking continuation training and maintenance experience records (at
least 6 months of actual relevant aircraft maintenance experience in any 2 years period for
aircraft release certifying staff), updating the personnel files.
Quality Assurance Manager is responsible for evaluation of the applicant’s ability to pass
examination for renewal of certifying authorisation.
Passing the renewal examination all applicants must demonstrate: the confirmation at
least 6 months maintenance experience during the 2 years period, namely the records in
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the Individual Log Book, the completion of all parts of the continuation training, good
knowledge of the VIM Airlines procedures. Additionally, it may be required to demonstrate:
a detailed knowledge of applicable aircraft systems, their functions and maintenance, the
correct usage of technical literature and documents for the aircraft.
3.4.5.3 Limitation, suspension or withdrawal of the company authorisation.
The Quality Department personnel inspect the adequacy and fitness of certifying staff by
periodical checks. If there are finding(s) during such inspection, the Quality Assurance
Manager must be advised and then performs investigation and submits to Accountable
Manager – Technical Director a decision of limitation, suspension or withdrawal of
authorisation.
The company authorisation can be revoked and/or limited if the person repeatedly
infringes: technological procedures and/or EASA requirements and/or the procedures
specified in the MOE.
Quality Assurance Manager must notify the person in question by writing notice about any
decision made and withdraw or limit the company authorisation immediately.
The List of Certifying Staff must be appropriately reviewed as soon as company

authorization is renewed, revoked, suspended or limited.
All information regarding limitation, suspension or withdrawal must be included in the

personnel files.
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3.5 CERTIFYING STAFF RECORDS
3.5.1 General
It is VIM Airlines policy to retain the records of all certifying staff, which include the scope
of authorisation.
Quality Department personnel is responsible for completing, review and updating the
individual files for each certifying staff member and to establish and update the List of
Certifying Staff and supported staff, where applicable.
3.5.2 List of Certifying Staff approval procedure
Quality Assurance Manager is responsible for approval and update of the List of Certifying
Staff (LCS) FORM 3.5.1_LCS.
Before approval of the LCS Quality Assurance Manager should check the information
relating to every person (basic training, type training, OJT, experience, examination, etc.).
If this check has satisfactory results Quality Assurance Manager approves the LCS.
The List of Certifying Staff (LCS) FORM 3.5.1_LCS contains the following data:
- name, and surname of the authorised person

- position in company
- company authorisation number
- stamp number
- limitations of the certification authorisation
- Date of the first issuance of certification authorisation
- Date of expiry
Quality Assurance Manager must revise the LCS if any appropriate changes are made.
3.5.3 Individual file contents
Quality Department personnel complete Personal File FORM 3.5.2_PF for each certifying
person.
The following minimum information as applicable should be kept on record in individual

personal file:
- Name
- Date of Birth
- National RCAA license
- Basic Training
- Type training
- Continuation Training
- Qualifications relevant to the approval
- Scope of the authorisation
- Date of first issue of the authorisation
- Expiry date of the authorisation
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- Identification Number of the authorisation
Quality Department personnel constantly follow up the file and inserts necessary
amendments and additions into them. The record is valid in hard copy. It is allowed to
have a soft copy.
The audits of records are accomplished as per internal audit plan under Quality Assurance
Manager control.
3.5.4 Access to files and storage.
The records contain confidential information and access tot hem should be restricted. A
direct access to the individual files is granted to the Authority (upon request), Accountable
Manager – Technical Director, management personnel specified in chapter 1.3 of the
MOE and for Quality Department personnel.
Quality Department personnel are responsible for ensuring that records can not altered in
an unauthorised manner or that such confidential records become accessible to
unauthorised persons.
The personnel files can be presented on request to the Aviation Authority within 24 hours.
Each certifying staff has rights for access to his individual file under the QA Manager
surveillance, if there is a basis for that and is entitle to have his file when leaving the
company.
Individual files of the certifying staff with copies of licenses and training certificates are
available in the QA Department.
Records are kept for two years after the person left the company or withdraw of the
authorization.
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3.6 QUALITY AUDIT PERSONNEL
3.6.1 General
It is VIM quality policy to have the maintenance organization activities controlled by

qualified and independent auditors appointed.
3.6.2 Knowledge and experience requirements for auditors
The Quality Audit Personnel are recruited among the qualified specialists which are able
to meet the following qualification requirements and criteria:
• Auditor’s age shall not be less than 28 years old;
• Auditor’s education shall include a High Aviation Institute graduation

according to his occupation and the qualification of engineer or equivalent
knowledge and skill;
• Auditor’s experience shall have:

- enough experience (not less than 3 years) working as certifying staff or in
quality system
- gained knowledge of the entire quality audit process;
- reasonable current practices;
- ability to speak, write and read in English language;
• Auditor’s training shall include:

- quality standards and procedures;
- assessment, examining, questioning, evolution techniques;
- audit managing, planning, organizing, reporting and directing;
3.6.3 Principles
The independence of the audit should be established by always ensuring that audits are
carried out by personnel, not responsible for the function, procedure or product being
checked. In the small organization it is acceptable to use competent personnel from one
section/department not responsible for the production function, procedure or product to
audit the section/department that is responsible subject to the overall planning and
implementation being under the control of the Quality Assurance Manager.
The personnel required to carry out auditing tasks, must be experienced in the operational
or maintenance activities, have had appropriate Quality Audit training and/or experience.
Auditors will not have any day-to day involvement in the area of maintenance activity that
is to be audited. They will have freedom to access to all work areas, offices, files, records
and personnel.
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All staff involved in the audit process will receive appropriate training, including
introduction to quality audit system, audit techniques and the appropriate methods of
reporting and recording. Refresher training will be provided as required.
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3.7 QUALIFYING INSPECTORS AND AUTHORISATION
It is VIM Airlines policy to inspect, where required, the performance of the

maintenance / repair / modification to assure that the works are performed in
accordance with the Work Order, the Manufacturer instructions, the Aviation
regulations and this MOE.
If AMM requires a duplicate inspection in addition to the one performed by the

person carrying out the task or in case of any complex defect rectification on the
aircraft seat/component or mandatory modification, this inspection may be
accomplished by the Quality Inspector according to qualification and in the scope of
his authorizations.
The Quality Assurance Manager is responsible for the overall control of Qualifying
Inspectors (QI) and the granting of certifying staff privileges, as identified by the procedure
set within this MOE Part 3.
Qualifying inspectors are typically recruited from a pool of qualified, highly skilled, licensed
maintenance engineers. Initial and continuation training which is conducted to an
instruction program and standard approved by the QAM. Granting, extension and renewal
of authorization to qualifying inspectors are in accordance with MOE Part 3, Subpart 3.4,
Examination of inspectors is conducted with due regard for specific character of the tasks
to be assigned and accomplished. The competency of the Qualifying Inspector shall be in
accordance with MOE Part 3.
The Quality Inspectors should meet the following qualification requirements and criteria:
• Inspector’s age shall not be less than 30 years old;
• Inspector’s education shall include a High Aviation Institute graduation

according to his occupation and the qualification of engineer or equivalent
knowledge and skill;
• Inspector’s experience shall meet:

- as a 8 years minimum of the permanent practical work in the aircraft
maintenance or the flight activities;
- at least the last 2 years of which the candidate was integrated into
the quality system activities;
- gained knowledge of the entire quality audit process;
- reasonable current practices;
- ability to speak, write and read in English language;
• Auditor’s training shall include:

- quality standards and procedures;
- assessment, examining, questioning, evolution techniques;
audit managing, planning, organizing, reporting and directing;
Their inspection responsibilities include:

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- Prior to the commencement of work ensuring that all required manuals, service
bulletins, modification standards, mandatory documentation, special tooling and
test equipment as appropriate to the work to be performed, is available on-site
and valid.
- All technical entries are legible and completed to acceptable standards in

accordance with Company procedures.
- The work being performed is conducted within acceptable environmental

conditions and that staff health and safety requirements are observed.
- Ensure that correct materials and replacement parts are used and documented.
- Prior to certifying tasks, ensure that all required airworthiness documentation is

present, completed and valid.
- Ensure that all removed or un-used components and parts are correctly
documented, labeled and protected prior to returning to the Stores.
- They will supervise and organize the inspection of received material.
- Perform Inspection and Signs the MJC’s all stages of work “Qualifying Inspector”
column.
- Reporting incidents in accordance with the approved procedures and bringing to

the notice of the Quality Assurance Manager any shortfalls, and discrepancies
affecting or likely to affect quality standards, airworthiness or staff safety.
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3.8 QUALIFYING MECHANICS
It is VIM Airlines policy to perform the maintenance tasks by competent technical

personnel who possess the necessary abilities to carry out maintenance tasks to
any standard specified in the maintenance data and will notify supervisors of
defects requiring rectification to re-establish required maintenance standards.
The Production Manager is responsible for training and qualification of Mechanics.
As a minimum requirement, qualifying mechanics must have a secondary level education.

They should have a general knowledge of English language and shall not be less 18 years
old.
As soon as person, working as mechanic, gains 3 years of maintenance experience, he

can pass the procedure in accordance with chapter 3.4 of the MOE to reach the category
A qualification.
Quality Department issues company authorisation with appropriate rating for the persons
successfully passed the examination.
Human factors training are performing according to the chapter 3.13 of the MOE.
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3.9 AIRCRAFT OR AIRCRAFT COMPONENT MAINTENANCE TASKS EXEMPTION

CONTROL PROCESS
A concession is a one-time authorisation granted by Aviation Authority (country of aircraft

registration) to deviate from the approved Aircraft Maintenance Programme or to defer a
defect rectification.
Concession policy with respect to Aircraft Maintenance Programme (MP) is responsibility

of PPCD.
In some cases, when the aircraft MP can not be complied with, a concession process has
to be initiated.
This procedure is used for Operator/Customer when VIM Airlines has agreed with
Customer on full maintenance support.
The policy of VIM Airlines is to supply to the Operator/Customer of information enabling to

write out exceptional authorisation.
Concessions are controlled by Quality Department. When a concession is needed, the

PPCD Manager shall make a request to Quality Assurance Manager who is responsible
for ensuring that:
- there is no other alternative means of compliance

- flight safety is not affected
The request is sent to the customer who may have to comply with its relevant National
Regulations and in any case is responsible for getting the approval.
Quality Assurance Manager controls the approval of the Authorities.

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3.10 CONCESSION CONTROL FOR DEVIATION FROM THE ORGANIZATIONS'

PROCEDURES
It is VIM Airlines policy to use only approved deviations from maintenance procedures.
Concession for deviation must satisfy the requirements of Authority and enters in force
after been approved by Authority. Authority may fix the conditions under which VIM
Airlines will work before approval acceptance.
The Quality Assurance Manager responsibility is to monitor the organization compliance

with Part -145 and requested remedial action in case of deviation.
He verifies the justifications for all requested deviations. He analyses, proposes, and
requires all changes or new procedures, regulations or means necessary to avoid a future
situation. He is responsible for the implementation of all changes performed.
The QA manager shall ensure that any deviation limitations are correctly implemented and
not exceeded. Concession forms are kept and maintained by QA manager for two years
after acceptance. They are available to the Authority on request.
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3.11 QUALIFICATION PROCEDURE FOR SPECIALIZED ACTIVITIES SUCH AS

NON-DESTRUCTIVE TESTING, ETC...
Not applicable at the moment.

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3.12 CONTROL OF MANUFACTURERS' AND OTHER MAINTENANCE TEAMS
There may be occasions when VIM Airlines require the assistance of a Manufacturer’s
Working Party to action a task on the aircraft. If this is required VIM is to ensure that all
work carried out is adequately controlled and compiles with the current airworthiness
requirements and maintenance practices to enable a Certificate of Release to Service to
be issued.
VIM Airlines will provide the limited access for Manufacturers’ and other maintenance
teams to its facilities, documentation, stores, computer system in part of service performed
under control of VIM Airlines representative as required.
During the work performing, Production Manager and Quality Department personnel
perform the management of the process and quality of works in accordance with internal
procedures by follow up of meetings, receiving of information feedback of the managers
involved, information on major defects, etc.
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Effect.: 01.11.2008
3.13 HUMAN FACTORS TRAINING PROCEDURE
3.13.1 General
The aim of Human factors training at VIM Airlines is to increase safety, quality and
efficiency of aircraft maintenance activities by reducing human error and its impact on
maintenance process.
The objectives of Human Factors training are:
- to enhance maintenance personnel’s awareness of individual and organisational

human factors issues, both positive and negative, that may affect airworthiness
- to develop human factors skills (such as communication, effective teamwork,

task management, situational awareness, writing of procedures) as appropriate
to the job, in order to make a positive impact on the safety and efficiency of
maintenance operations
- to encourage a positive attitude towards safety, and to discourage unsafe

behavior and practices
The Human factors Training at VIM Airlines is necessary for all staff involved in
maintenance production process, namely:
- managers, post-holders, supervisors

- certifying staff, technicians and mechanics
- technical support personnel such as planners, engineers, technical record staff
- quality control/assurance staff
- specialised services staff
- human factors staff/human factors trainers
- store department staff, purchasing department staff
- ground equipment operators
- contract staff in the above categories
Human factors training may be conducted by VIM Airlines itself, or independent trainers or
any training organizations acceptable to the competent authority.
3.13.2 Initial/complete training
Initial or complete training is conducted in accordance with syllabus in GM 145.A.30 (e).
Initial training is to be conducted to the personnel within 6 months of joining the

maintenance organisation, but temporary staff may need be trained shortly after joining
VIM Airlines.
Initial training can be adjusted to provide the particular issues of the departments (size,
scope of work).
Page: 3-27
Issue: 1 Amend.: 0
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Effect.: 01.11.2008
Initial training topics may be covered in several separate trainings depending on the
subjects (health and safety, management, supervisory skills, etc.)
3.13.3 Continuation training
The purpose of human factors continuation training is primarily to ensure that staff remain
current in terms of human factors and also to collect feedback on human factors issues.
Human factors continuation training should be of an appropriate duration in each two year
period.
Human factors continuation training should be in relation to relevant quality audit and other
internal/external sources of information available to VIM Airlines on human errors in
maintenance. Internal information is gained as described in chapter 2.25 of the MOE.
The purpose of human factors continuation training is to collect feedback on human

factors issues.
3.13.4 Control procedures
Quality Department personnel are responsible for arranging, monitoring and controlling the
Human factors training. They prepare the schedule of Human factors training and keep it.
Once Human factors training has been conducted, the trainers must fill up feedback sheet
and provide Quality Department personnel with it. Quality Department personnel analyses
the feedback and initiates action where necessary.
Quality Department personnel are responsible for keeping the records of Human factors
training.
Page: 3-28
Issue: 1 Amend.: 0
EXPOSITION
Effect.: 01.11.2008
3.14 COMPETENCE ASSESSMENT OF PERSONNEL
This chapter applies to the whole personnel intervening into the aircraft maintenance
activity and particularly the staff and the personnel working for the production support
services (engineering, planning/preparation, reception supervisors, store keepers, tools
administrators, purchasers, subcontractors, administrators…).
Accountable Manager - Technical Director is generally responsible for qualification of

personnel.
Each person just after joining VIM Airlines must thoroughly study the appropriate
Department Statutes and the Job Description for position taken.
Department Statutes and Job Descriptions contain requirements for the personnel
including experience criteria, training, education, qualification, competence, etc.
Department managers are responsible for the definition of the requirements and the
personnel working in their departments.
Each worker carrying out any job at VIM Airlines shall strictly comply with his/her Job
Description and respective Department Statutes.
After joining VIM Airlines, the person should pass the initial training period determined by
Department Manager depending on the competence assessment.
The trainee person should carry out the function under the direct supervision of the
designated supervisor.
During the initial training the trainee person additionally passes training on the VIM Airlines
procedures in accordance with the taken position.
At the end of the successfully passed initial training, the designated supervisor states this
fact. Only after supervisor’s approval the person can be permitted to do unsupervised job
and sign associated work documents.
The contracted personnel pass the same procedure as permanently employed personnel,
but should be trained shortly after joining VIM Airlines.
Human factors training is performed as described in chapter 3.13 of the MOE.

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Issue: 1 Amend.: 0
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Page: 4-1
Issue: 1 Amend.: 0
EXPOSITION
Effect.: 01.11.2008
PART 4 CONTRACTED OPERATORS 2
4.1 CONTRACTED OPERATORS 2
4.1.1 General 2
4.1.2 Maintenance contracts 2
4.1.3 List of the contracting operators. 2
4.2 OPERATOR PROCEDURES AND PAPERWORK 3
4.3 OPERATOR RECORD COMPLETION 4

Page: 4-2
Issue: 1 Amend.: 0
EXPOSITION
Effect.: 01.11.2008
PART 4 CONTRACTED OPERATORS
4.1 CONTRACTED OPERATORS
4.1.1 General
It is VIM Airlines policy to carry out maintenance services only for operators that have valid
contracts with VIM Airlines.
If case of the need for maintenance arising either from the unserviceability of the aircraft
at any location or from the necessity of supporting occasional line maintenance subject,
AMO of VIM Airlines may carry out the tasks as per PART - 145.75 (c) and maintain any
aircraft or any aircraft component for which it is approved on the basis of individual works
orders.
4.1.2 Maintenance contracts
The maintenance contracts may be concluded in a free form, however it is highly

recommended to follow the recommendations given in Appendix XI to AMC to M.A.708 (c)
specially for technical parts of the maintenance contracts.
Preparing the maintenance contract the attention should be drawn to the following issues:
¾ Scope of work: the type of aircraft subject to the maintenance contract must be
specified. It should preferably include the aircraft’s registration numbers. The type
of maintenance to be performed by VIM Airlines should be specified unambiguously
¾ Locations: the place(s) where base and line maintenance will be performed should
be specified
¾ etc. as specified in Appendix XI to AMC to M.A.708 (c)
Each maintenance contract should include delegation of responsibility concerning the

maintenance services provided and the associated general technical conditions (providing
approved data, materials, launching/treatment of defects, etc.).
4.1.3 List of the contracting operators.
Contracts & Warranty Administration Manager is responsible for creation, updating and
redaction of the List of Contracting Operators FORM 4.1.1_LCO.
Contracts & Warranty Administration Manager will submit the updated List of Contracting
Operators to Accountable Manager and Quality Assurance Manager on request.
The List of Contracting Operators includes at least the following data:
- operators name
- address, contacts
- contractual data (its number, date of signing)
- remarks, if necessary
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Issue: 1 Amend.: 0
EXPOSITION
Effect.: 01.11.2008
4.2 OPERATOR PROCEDURES AND PAPERWORK
The maintenance contract between VIM Airlines and each contracting Operator describes
special mode of operation regarding the procedures, documents, exchange of information,
planning meetings, technical, quality, reliability, etc.
The contract between VIM Airlines and Operator should specify the Operator’s
responsibility to provide the updated data (when specific documentation is to be provided).
Generally, for all Operators’ aircraft maintenance services will be provided according to
VIM Airlines procedures. This should be included in the maintenance contract. Additionally
Joint Procedure Manual (JPM) can be issued in order to adapt VIM Airlines and Operator’s
procedures to the joint standard.
To be able to verify differences between VIM Airlines procedures and the Operator’s
procedures Quality Department requests from Operator its specific procedures. Quality
Department personnel will review these procedures and arrange a short training for
production personnel, if necessary.
Where an aircraft/component Operator/Customer requires their work documentation (work

cards or worksheet system) to be used then such work documentation may be used. In
this case masterwork documentation package is collected Operator/Customer and its
updating must be confirmed in writing. In this case the documentation must be reviewed
by Engineering Department, PPCD, Quality Department and adapted to VIM Airlines
system/procedures.
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Issue: 1 Amend.: 0
EXPOSITION
Effect.: 01.11.2008
4.3 OPERATOR RECORD COMPLETION
It is VIM Airlines policy to store the records on behalf of the Operator if it is specified in the
maintenance contract.
PPCD personnel are responsible for updating of the Operator’s log books.
Transmission of the operator’s documents is arranged as per chapter 2.17 of the MOE.
The Part-145 records are stored segregated from other operator’s records under his
responsibility. The management system and type of the storage of the documents are
described in chapters 2.14, 2.17, 2.21 of the MOE. PPCD personnel check the stored
documents regularly, but not less than one time per 6 months.
The special cases of cessation of activity and case of loss of the documents are described
in the chapter 2.14 of the MOE.
All records are stored safely taking into account fire, fold and theft hazards.
In case of suspension of contract/exit of fleet PPCD personnel must check all related
records and transfer them to Operator.
Page: 4-5
Issue: 1 Amend.: 0
EXPOSITION
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Page: 5-1
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
PART 5 2
5.1 Sample documents 2
5.2 List of Approved Suppliers/Subcontractor. 53
5.3 List of Line maintenance locations as per 145.A.75 (d). 54
5.4 List of Contracted organizations as per 145.A.70(a)(16). 55

Page: 5-2
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
PART 5
5.1 Sample documents
Form number Form name

2.1.1_QSSQ Quality System Standard Questionnaire
2.1.2_OCA Outside Contractor Audit
2.1.3_LAS List of Approved Suppliers/Subcontractors
2.1.4_PMR Part/Material Request
2.2.1_IT Identification Tag
2.2.2_ST Serviceable Tag
2.2.3_RT Rejected Tag
2.2.4_DS Discrepancy Sheet
2.2.5_TRT Temporary Removed Component Tag
2.2.6_RST Rob/Swap Tag
2.4.1_MTEL Master Tool and Equipment List
2.5.1_CL Calibration List
2.5.2_TIF Tool Individual File
2.5.3_CS Calibration Sticker
2.13.1_WSS Work Summary Sheet
2.13.2_MJC Maintenance Job Card
2.13.3_MJO Maintenance Job Order
2.13.4_EO Engineering Order
2.13.5_CCO Component Change Order
2.13.6_VCO Component Visual Check Order
2.13_EWO Engineering Work Order
2.13.7 Reserved
2.16.1_CRS Certificate of Release to Service
2.16.2_LDI List of Deferred Items
2.16.3_EFI EASA Form I
3.4.1_CA Company Authorisation
3.5.1_LCS List of Certifying Staff
3.5.2_PF Personal File
3.5.3_MR Manpower Resources
4.1.1_LCO List of Contracting Operator
Page: 5-3
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
Maintenance Organization FORM

Exposition 2.1.1_QSSQ
ISSUE NUMBER: 01 REVISION NUMBER: 00
Quality System Standard Questionnaire

Organization: City:
Division of: State:
Address: Country:
Phone:
E-mail: Fax:
SITA:
Is your Quality System certified in accordance with (if yes please attach all copies of Certificates):
EASA-145 FAR-145 ISO 9000 series
Other ______________________________________________________________
Are you approved distributor for any manufacturer? Yes No

(If yes please attach all copies of Approvals)
Which ones? ______________________________________________________________
______________________________________________________________
______________________________________________________________
We declare that information herein is, to the best of our knowledge, correct ant truthful.
For and on behalf of
__________________________________________________________________________
__________________________ ___________________________
Page: 5-4
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
Date Signature
__________________________ ___________________________
Title Please type or print your name here
Article I.
Article II. Quality System Standard Questionnaire
1. Section 2.01 Quality System and Manual yes no n/a

1.1. Is there an established, documented and maintained quality system?
Is a Quality Manual established in accordance with the applicable
1.2.
International standard?
1.3. Does the Quality Manual adequately describe the quality system?
Are the contents of the procedures in accordance with the complexity of
1.4.
the activities and with personnel ability?
Does the Quality Manual and/or other documentation include a detailed
1.5. yes no n/a
description of:
The organization and relationship of the QC department to the rest of the
1.5.a
organization?
1.5.b An assignment of personnel and specific responsibilities?
1.5.c The revision control system for the quality system documentation?
1.5.d Record keeping system?
1.5.e Control of incoming discrepant parts and supplies?
1.5.f Receiving inspection procedures?
1.5.g Test and inspection equipment calibration program?
1.5.h Storage facilities and specifications?
1.5.i Part identification program?
1.5.j Environmental controls as appropriate?
1.5.k Internal audit/evaluation program?
2. Internal Quality Audit yes no n/a

Do you have established, documented and maintained internal audit
2.1.
procedure?
Do the quality audits verify that quality activities and results conform to
2.2. the provided dispositions and allow determining the quality system
efficiency?
2.3. Are the results of the internal quality audits recorded?
Are the implementation and effectiveness if corrective actions taken
2.4.
verified by follow-up audits?
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Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
2.5. Are the follow-up audit activities recorded?

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Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
6. (a) Receiving Inspection yes no n/a
3. External Quality Audit yes no n/a

Are you willing to let the authorities or other interested parties to do audit
3.1.
and surveillance of your quality program?
4. Training and Authorized Personnel yes no n/a
Are personnel who perform inspection, shipping and receiving functions
4.1
properly trained?
4.2. Is inspection personnel properly authorized?
4.3. Is inspection personnel trained to identify unapproved and bogus parts?
Are both formal classroom and on-the-job training documented and
4.4.
maintained?
Is a roster of personnel authorized to perform inspection functions
4.5.
maintained?
5. Purchasing yes no n/a
Is there established a documented procedure to ensure that purchase
5.1.
products conform to applicable requirements?
Does the system assure that parts conform to the customer’s purchase
5.2.
request and that deviations are approved in writing by the customer?
Are purchases performed only from authority approved manufacturer as
5.3.
applicable?
5.4. Do you purchase from sources other than original manufacturer? *
* If yes, does the system require original manufacturer’s certificate or
5.5.
approved maintenance organization’s certificate?
Does the system require maintaining a list of approved sources and a quality
5.6.
history of each source?
FAA, EASA approved Airline
FAA, EASA approved Repair Station
FAA approved Manufacturer (OEM, FAR Part21)

Materials/parts are certified traceable
5.7
to:
FAA approved Manufacturer Maintenance Facility
OEM approved Vendor/Distributor
Accepted Industry Standards (Standard Parts only)

Page: 5-7
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
Is all incoming material held in a separate area or shelf until accepted by receiving
6.1.
inspection?
6.2. Is there segregated shelf for rejected items?
6.3. Does the inspection program include: yes no n/a
6.3.a Inspection if the package for transportation damage?
6.3.b Inspection of the material for transportation damage?
6.3.c Check of the compliance with the purchase order in regards to quality and quantity?
6.3.d Verification of part number, model number, etc. to match the documentation?
6.3.e Visual inspection for surface treatment, corrosion etc.?
6.3.f Check of appropriate markings in the product?
Check of material certification, other applicable certificates, certificate of origin as
6.3.g
may be required?
6.3.h Check of certification matching in accordance with specification (or ordered work)?
6.4. Does the system include an inspection program for new standard parts?
7. Storage yes no n/a
Do storage areas provide adequate space and relevant racks to preclude damage or
7.1.
mishandling?
7.2. Is the storage area secure from unauthorized access?
7.3. Is there segregation of aircraft from non-aircraft functions?
7.4. Is there segregation of serviceable from non-serviceable parts?
Does the system have a procedure for storage of flammable, toxic or volatile
7.5.
materials?
Does the system have a procedure for storage and handling of materials against
7.6.
damage by electrostatic discharge?
Does the system have a procedure for storage and handling of materials against the
7.7.
corrosion?
7.8. Are the temperature and humidity in the storage areas controlled?
7.9. Is the environmental control system periodically checked and calibrated?
Are there established procedures to verify, at appropriate intervals, the condition of
7.10.
products in stock in order to detect deterioration?
8. Material Control yes no n/a
Is material handled in an appropriate manner and protected from damage and
8.1
deterioration?
8.2. Is the storage area periodically checked for overall effectiveness?
8.3. Is batch/lot control maintained for parts so identified by the manufacturer?
Whenever practical, is material stored and delivered in the manufacturer’s original
8.4.
packaging?
8.5. Does the system require the packaging to identify the manufacturer, distributor,
Page: 5-8
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
serial number, etc?

8.6. Does the system assure that no part number ambiguity exists?
8.7. Does the system require segregation of nonconforming material from usable stock?
8.8. Is there a documented procedure in place to mutilate scrapped parts?
Does the system require records and documentation to be kept on all serialized
8.9.
scrapped parts?
9. Material Certification yes no n/a
9.1. Have you ATA 106 certification?
10. Shipping yes no n/a
Do the shipping instructions require an inspection to ensure that the product
10.1 conforms to the purchase order and that applicable document and certificates are
attached?
10.2. Are the packages in accordance with ATA requirements for packing as applicable?
Does the system require supplying the original manufacturer’s certificate to the
10.3
customer?
Should the copy be sent in case the customer purchases only a part of the certified
10.4.
batch/lot?
11. Record System yes no n/a
Does the record system require retention for at least 7 years from the date of sale to
11.1.
the customer?
Does the system provide product traceability (batch/lot and serial number) to
11.2.
original manufacturer and/or maintenance organization for at least 5 years?
11.3. Are records readily available and identifiable to each customer; each purchase?
Does the quality system include a system governing the storage, distribution and
11.4. retrieval of documents confirming the physical and chemical properties if fasteners
and raw material?
11.5. Are records confirming fastener integrity required to be maintained for 7 years?
Does the system require all life-limited part to have records confirming life limited
11.6.
status?
11.7. Are records protected against damage, alternation, deterioration and loss?
12. Technical Data Control yes no n/a
Does the quality system provide for maintaining technical data in a manner, which
12.1.
ensures such data, is up-to-date and accessible?
Page: 5-9
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
FORM 2.1.2 – OUTSIDE CONTRACTOR AUDIT

Проверка подрядчика
Issue: 01
Rev: 00 Date 01.06.08
OUTSIDE CONTRACTOR AUDIT

Проверка подрядчика
INITIAL FOLLOW-UP ROUTINE SURVEILLANCE

Первичная Последующая Наблюдения
CONTRACTOR NAME:
_____________________________________________________________
Наименование подрядчика
CONTRACTOR ADDRESS:
__________________________________________________________
Адрес подрядчика
_______________________________________________________________________________________
____
_______________________________________________________________________________________
___
CONTRACTOR CONTACT (NАMЕ):

__________________________________________________
Контактное лицо
TITLE:
__________________________________________________________
Должность
PHONE #:
________________________________________________________
Номер телефона
FAX #:
___________________________________________________________
Номер факса
CONTRACTOR CERTIFICATION (S) TYPE AND RATING(S):

_____________________________
Тип сертификата (ов) и рейтинг (и) подрядчика
Page: 5-10
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
CONTRACTOR CERTIFICATION (S) NUMBER:

_____________________________________________________________________
Номер сертификата (ов) подрядчика
AUDIT DATE(S):_______________________________________________________________________
Дата аудита
(I)
(ii) AUDITOR
NAME(S):______________________________________________________
Имя аудитора
Page: 5-11
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
VIM Airlines
Issue: 01
Rev: 00 Date 01.06.08
YES NO N/A
1. QUALITY SYSTEM MANUAL
Руководство по системе качества
a. Is there аn established quality system?
Установлена ли система качества?
b. Does the quality manual adequately describe the quality system?
Адекватно ли руководство описывает систему качества?
c. Is the quality manual available to appropriate personnel?
Доступно ли руководство по СК персоналу?
d. Is the quality system documentation kept current and readily available to
employees, customers, auditors, оr designees?
Находится ли документация по системе качества в обращении и доступна ли сотрудникам, клиентам,
аудиторам?
e. Does the quality control manual and/or other documentation include а
detailed description of:
Описаны ли процедуры?
e.1. The organization and relationship of the ас department to the rest of
the organization?
Взаимодействие отд. сертифик. с др. подразделениями?
e.2. Аn assignment of personnel and specific responsibilities?
Выделен ли персонал и определена ли ответственность?
e.3. The revision control system for the quality system
Проверка функционирования системы качества
e.4. Record-keeping system?
Система отчетности
e.5. Training requirements and records?
Подготовка требований и отчетов
e.6. Shelf life control system?
Система контроля по срокам материалов
e.7. Control of non-conforming material?
Контроль неутвержденных материалов
e.8. Receiving inspection procedures?
Получение инспекционных процедур
e.9. Test and inspection equipment calibration program?
Испытания, проверка и калибровка оборудования
e.10. Storage facilities and specifications?
Здание склада и учет
e.11. Part identification system?
Система идентификации изделия
e.12. Environmental controls (as appropriate)?
Экологический контроль
e.13. Inspection stamp control?
Контроль печатей и штампов
e.14. Self-evaluation and audit program?
Собственная оценка и программа проведения
2. SELF-EVALUATION AND SELF-AUDIT PROGRAМ
Внутренний аудит и проверка
a. Is there аn established self-evaluation program?
Установленная ли программа собственной проверки?
b. Is there аn established self-audit program?
Установленная ли программа внутреннего аудита?
Page: 5-12
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
3. FACILITIES...Do storage areas provide:

Здания. Обеспечиваются ли следующие положения:
c. Adequate space and appropriate racks to preclude damage оr mishandling?
Размещены ли КИ в местах, обеспечивающих защиту от повреждений и неправильной эксплуатации?
d. Security from unauthorized personnel?
Охрану от посторонних лиц?
e. Segregation of aircraft from non-aircraft functions?
Разделены ли КИ на самолетные и несамолетные?
f. Segregation of serviceable from nоn-serviceably articles / parts?
Разделены ли КИ на исправные и неисправные?
4. TRAINING AND AUTHORIZED PERSONNEL
Обучение и выдача прав персоналу
a. Аrе personnel who perform inspection, shipping and receiving functions
properly trained?
Обучен ли персонал по проверке погрузки и получению КИ?
b. Аrе inspection personnel properly authorized?
Уполномочен ли персонал проводить проверку?
c. Аrе both formal classroom and on-the-job training documented and
maintained?
Оборудованы ли помещения для обучения персонала и имеется ли необходимая документация?
d. Is а roster of personnel authorized to perform inspection functions
maintained?
Есть ли список персонала, уполномоченного проводить проверку?
5. PROCUREMENT
Обеспечение
a. Does the system assure parts аrе traceable to the source of production оr to
аn EASA certificate holder?
Гарантирует ли СК прослеживание этапов выпуска изделий для источника производства или держателя
EASA сертификата?
b. Does the system assure that special requirements аrе adequately
communicated to the procurement source?
Гарантирует ли СК выпуск деталей по спец. требованиям системе снабжения?
c. Does the system require maintenance of а list of approved suppliers and а
quality history for each source?
Имеется ли список поставщиков и процедура их выбора, а также история качества по каждому
производителю?
d. Does the system assure that parts procured for sale:
Гарантирует ли СК, что детали предназначенные для продажи:
d.1. Have tractability as required bу the customer?
Соответствует ли система обслуживания этапов производства требованиям заказчика?
d.2. Ensure that all required functions have bееn accomplished and аrе
documented?
Все требуемые функции изготовлены в соотв. с требованиями тех. процесса и задокументированы?
d.3. That the part numbers conforms to the customer's purchase request?
Все P/N соотв. требованиям заказчика?
d.4. Аrе identified as overhaul, repaired оr modified and have all
appropriate documentation signed and dated?
Идентифицированы при проведении ремонта или модификации и имеют всю документацию
подписанную и датированную?
6. RECEIVING INSРЕСТЮN
Входной контроль
a. Does the inspection program include:
Включает ли программа проверки:
a.1. А check for obvious physical damage?
Проверку визуального повреждения?
a.2. Verification of appropriate plugs and caps installed?
Подтверждения установления подходящих заглушек и разъемов?
Page: 5-13
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EXPOSITION
Effect.: 01.11.2008
a.3. Verification of part number, model number, etc. match the

documentation?
Подтверждение P/N, модельного № и т.д. по документам?
a.4. Verification of quantity, part numbers оr noted substitution, match the
purchase order?
Подтверждения кол-во, P/N или отмеченные на замену по заказу?
a.5. Verification that all appropriate documentation is at hand, properly
completed and signed?
Есть ли в наличии подтверждающая документация, правильно заполненная и подписанная?
a.6. Sample check for general workmanship and presence of certification

and test report of aircraft fasteners?
Проверка КИ и сертификатов к ним или протоколов испытаний, подтверждающих использование в
авиации?
a.7. Procedure for reporting unapproved parts in accordance with FAA
Advisory Circular, АС 21-29B
Процедура отчетности несоответствующих КИ в соответствии с FAA, Циркуляр АС-21-29B.
b. Аrе inspection stamps controlled bу а formal system?
Учитываются ли печати и штампы?
c. Does the system include аn inspection program for standard parts?
Включает ли СК проверку стандартных изделий?
7. MEASURING AND TEST EQUIPMENT
Измерения и испытания оборудования
a. Аrе measuring and test equipment calibrated реr accepted standards оr а
facility recommended bу the manufacturer?
Поверено ли и откалибровано испытательное оборудование?
b. Is а system in place to assure documentation of current calibration status?
Имеется ли система, подтверждающая документально проверку или калибровку оборудования?
8. MATERIAL CONTROL
Контроль материалов
a. Is material handled in аn appropriate manner and protected from damage and
deterioration?
Используется ли материал соотв. образом и защищен ли от повреждений и изнашивания?
b. Is the storage area periodically checked for overall effectiveness?
Проводятся ли проверки на эффективность складских помещений?
c. Is segregation maintained for parts?
Раздельное хранение КИ
d. Whenever practical, is material stored and delivered in the appropriate
packaging?
Где применимо, хранятся ли доставленные материалы в упаковке?
e. Does the system require the packaging to identify the manufacturer,
distributor, P/N, serial number, etc.?
Требуется ли упаковка для определения изготовителя, распространителя , P/N серийный № и т. д?
f. Does the system have а procedure for packaging of flammable, toxic, оr
volatile materials?
Имеет ли СК процедуры для упаковки горючих, токсичных, воспламеняющихся материалов?
g. Does the system specify material control requirements for material subject to
damage bу electrostatic discharge?
Имеет ли СК процедуры к материалам, подверженным повреждениям статическим разрядом?
h. Does the system assure that serviceable parts/components аrе adequately
protected against the environment?
Подтв. ли СК защиту годных ЗПЧ/ материалов от воздействия окружающей среды?
i. Does the system assure that по paгt number ambiguity exists?
Подтв. ли СК, что не существует КИ с неясными P/N?
j. Does а closed loop system exist to implement corrective action following
detection of substandard оr non-conforming parts?

Page: 5-14
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
Существует ли изолятор брака?

k. Does the system require segregation of non-conforming / unserviceable
material from usable stock?
Требует ли СК разделения непригодных и годных КИ?
l. Is there а documented procedure in place to mutilate scrapped?
Задокументирована ли процедура утилизации неисправных деталей?
m. Does the system require records and documentation to bе kept оп all
serialized scrapped parts?
Требует ли СК сохранения отчетных документов на утилизацию брак. деталей?
9. SHELF LIFE CONTROL

Контроль срока хранения КИ
a. Does the system call for providing the customer with а certificate of tractability?
Вкл. ли СК процедуру идентификации и контроля деталей с ограниченным сроком хранения?
10. CERТIFICATION AND RELEASE OF MATERIALS
Сертификация и выпуск материалов
a. Does the quality system include а system for identifying and controlling
shelf life limited pars?
Обеспечивается ли заказчик Сертификатом?
b. Does the system provide for the issuance of а certificate of conformance
disclosing that the material оr parts were оr were not:
Обеспечивает ли СК выпуск сертификата соответствия выявляя, что КИ или материалы были или небыли:
b.1. Removed from аn aircraft оr engine that was subjected to extreme
stress оr heat (as in а major engine failure, accident оr fire)?
Сняты с самолета или двигателя изделия, которые подвергались критическим режимам нагрузки
или нагрева (основная неисправность двигателя, авария, пожар)?
b.2. Themselves subjected to extreme stress оr heat (i.e., а warehouse
fire)?
Сами подвергались критическим режимам нагрузки и нагрева (пожар на складе)?
c. Is а signed maintenance release document from аn approved repair station оr
air carrier provided for each serviceable part/unit?
Есть ли подписанный документ на выпуск оборудования, подтвержденный ремонтной организацией или
авиакомпанией?
d. Does the quality system require providing, upon request, information
pertaining to the approval status of the parts?
Требует ли система качества обеспечения, согласно требованиям, информации, относящейся к
подтвержденному состоянию деталей?
11. SHIPPING
Транспортировка
a. Does the quality system require shipments in АТА-300 containers (оr
equivalent) as appropriate for the unit being shipped?
Требует СК транспортировки КИ в контейнерах в соответствии с нормами АТА-300?
b. Does the quality system provide for а visual inspection of all items and
accompanying documentation prior to shipping?
Требует ли СК визуальную проверку перевозимого груза и сопроводительной документации перед
отгрузкой?
12. RECORDS
Отчеты
a. Does the record system require record retention for at least two (2) years
from the date of sale to the customer?
Требует ли СК сохранность документов в течение 2-х лет от даты продажи заказчику?
b. Does the system provide serial number tractability when applicable?
Требует ли СК прослеживания серийного №, где применимо?
c. Аrе records readily available and identifiable for each customer/purchaser?
Легко ли доступны отчеты для каждого заказчика?
d. Does the quality system include а system governing the storage, distribution
and retrieval of documents confirming the physical and chemical properties

Page: 5-15
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
of fasteners and raw stock materials?

Включает ли СК порядок хранения, распределения и оборот документов, подтверждающих физические и
химические свойства материалов?
13. TECHNICAL DАТА CONTROL
Контроль технической документации
a. Does the quality system provide for maintaining technical data in а manner
which ensures such data is up-to-date and accessible?
Обеспечивает ли СК учет технических данных, чтобы обеспечить их обновление и доступность?
LIST OF ADDITIONAL ITEMS I AREAS AUDITED:

Лист дополнений / областей проверки
OK
NOT OK
1. ____________________________________________________________________

____________________________________________________________________
2. ____________________________________________________________________

____________________________________________________________________
3. ____________________________________________________________________

____________________________________________________________________
4. ____________________________________________________________________

____________________________________________________________________
5. ____________________________________________________________________

____________________________________________________________________
6. ____________________________________________________________________

____________________________________________________________________
7. ____________________________________________________________________

____________________________________________________________________
8. ____________________________________________________________________

Page: 5-16
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
____________________________________________________________________
9. ____________________________________________________________________

____________________________________________________________________
10. ____________________________________________________________________

____________________________________________________________________
NOTE: Use additional pages as necessary.
Если необходимо использовать д. п. стр.
Page: 5-17
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
VIM Airlines
Issue: 01
Rev: 00 Date 01.06.08
Page __ of __
AUDIT DISCREPANCIES
несоответствия выявленные при проверке
Item number from Contractor Audit оr from the additional items/areas list:
_________________________
№ листа проверки имеющее несоответствие (замечание)
Discrepancy
__________________________________________________________________________
Несоответствия
________________________________________________________________________________
____
Corrective action
______________________________________________________________________
Корректирующие действия
________________________________________________________________________________
____
Corrective action approved bу __________________________ Data
________________
Кем одобрены корректирующие действия Дата
_________________________________________________________________________________
____
_________________________
Discrepancy
__________________________________________________________________________
________________________________________________________________________________
____
Corrective action
______________________________________________________________________
________________________________________________________________________________
____
________________
_________________________________________________________________________________
___
Page: 5-18
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
________________________
Discrepancy
_________________________________________________________________________
________________________________________________________________________________
___
Corrective action
_____________________________________________________________________
________________________________________________________________________________
___
_______________
________________________________________________________________________________
____
________________________
Discrepancy
__________________________________________________________________________
________________________________________________________________________________
____
Corrective action
______________________________________________________________________
________________________________________________________________________________
____
________________
________________________________________________________________________________
____
Page: 5-19
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
VIM Airlines
Issue: 01
Rev: 00 Date 01.06.08
Have all audit discrepancies bееn reviewed with applicable Manageг оr Chief Inspector and with
the outside vendor management?
Все ли несоответствия при проверке были рассмотрены? YES NO
Have all discrepancies bееn resolved? YES NO

Все ли несоответствия при проверке были устранены?
Date:____________________________________
Дата
Name ___________________________________
ФИО
Discrepancies rechecked – Date :__________________________________________________

Дата перепроверки несоответствий
Name ___________________________________
ФИО
Signature of Auditor(s): __________________________________________________________

Подпись аудитора
Follow-up required: YES NO

Наличие требований
Recommend appгoval: YES NO
Name:_______________________________________
Наличие одобренных рекомендаций ФИО
Audit Approved bу (Name):

____________________________________________________________
Кем одобрена проверка ФИО
NOTE: As necessary, audits for the quality of various processes used bу the outside vendor,
such as cleaning, heat tгeating, plating, preservative coatings, etc., will bе accomplished bу VIM-
Airlines Quality personnel in accordance with applicable audit check lists.
Примечание: При необходимости проверки качества различных процессов используемых продавцом (чистка, нагрев,
никелировка, покрытие и т. д.) должны быть выполнены персоналом VIM-Airlines ответственным за качество в соответствии с принятым
листом проверки.)
Page: 5-20
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
VIM Airlines
INSTRUCTIONS for FORM 2.1.2–
OUTSIDE CONTRACTOR AUDIT
Issue: 01
Rev: 00 Date 01.06.08
PURPOSE: The Outside Contractor Audit form is used to facilitate inspections of outside
contractors who perform maintenance to aviation materials оr parts for this repair station. These
forms provide guidance in the areas to bе audited but do not limit the audit to only those areas listed
оn the audit form checklist.
Complete all applicable information on page 1.
Accomplish all items оn the Outside Contractor Audit (pages 2 thru 6).
Document additional items оr areas audited оn the List of Additional Items/Areas Audited
(page 7).
If discrepancies аrе found, enter appropriate information оn the Audit Discrepancies (page
8) and assure follow-up оn corrective actions.
Enter appropriate audit completion information оn page 9.
The Outside Contractor Audit mау bе performed bу anyоnе designated bу the by the
committee (see Chap.2.1 of MOE)
The completed audit forms shall bе maintained in the repair station files for two (2) years
beyond the date the vendor is nо longer used.
Page: 5-21
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
LIST OF APPROVED SUPPLIERS/

SUBCONTRACTORS
SUPPLIER/ CERTIFICATE TELEPHONE

CONTRACT ADDRESS
SUBCONTRACTOR NUMBER AND FAX
MOE ISSUE: 01; REV. 00 FORM: 2.1.3_LAS.

Page: 5-22
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
PART / MATERIAL AIRCRAFT REG.№:
REQUEST № _______
DESCRIPTION OF COMPONENT:
IPC (CMM) PART NAME/ FIN: ______________ ___ ;
PART DESCRIPTION: ________________ _________ ;

(in Russian)
PART P/N: ______________ QTY: EA
INTERCHANGEABLE P/N: _________ ______________ ___________ ;
(TLB; CLB; GFB) REFERENCE №:________ ___________ ;
(IPC/AMM/CMM) CHAPTER:____ __________; P. ; IT. ___ ;
STORE BALANCE “____” NAME: ______________ SIGN: _;
WHOM REQUESTED: ______________ ; /____________ / __________ ;

(SIGNATURE) (NAME) (DATE)
Deadline of availability: ________ SIGNATURE: ________

(AOG, CRIT, ASAP)
PMR RECEIPT COUPON TAKEN BY: ________________ /___________________ /

(PPCD SPECIALIST) (SIGNATURE) (NAME):
MOE ISSUE: 01; REV. 00 FORM 2.1.4_PMR
AOG – Aircraft on the Ground means the High Level Priority (Delivery immediately);
CRIT – Critical Item means that a part or a component is ordered according to the MEL and in a short time period
becomes the AOG Item (Delivery in 10 days maximum);
ASAP – Non - critical item (Delivery approximately 30 days).
Page: 5-23
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
AIRCRAFT
PMR RECEIPT REG.№:
COUPON №______
IPC (CMM) PART NAME/ FIN: ______________ ___ ;
PART P/N: ______________ QTY: EA
(TLB; CLB; GFB) REFERENCE №:________ ___________ ;
(IPC/AMM/CMM) CHAPTER:____ __________; P. ; IT. ___ ;
LOCATION: ; DATE: ;
(WHERE PART IS AVAILABLE IN STORE) (WHEN PART IS RECEIVED)
WHOM CONFIRMED: ________________ /_______________ / __________;

(MD SPECIALIST) (SIGNATURE) (NAME): (DATE)
MOE ISSUE: 01; REV. 00 FORM 2.1.4_PMR

Page: 5-24
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
FIRST SHEET
ATTENTION: This Sheet must be attached to Certificate EASA FORM ONE (FAA FORM 8130-3 or Equivalent)
Certificate Ref. № :
IDENTIFICATION TAG Work Order/Contract/Invoice:
SERVICEABLE PART
Item Part Description Part Number Eligibility QTY Serial Number Status / Work
Remarks: SHELF LIFE LIMIT:
Name: Stamp: Signature: Date:
UNSERVICEABLE PART
Serial Number A/C Reg. №
Part Description Part Number 1. TSN 2. TSO 3. TSLR 4. TSI
Hours
Reference: STA: Pos. № Cycles

Failure Description / Reason for Removal:
Months
5. Remarks:
6. 7. Stamp: 8. Signature: 9. Date:

Name:
MOE ISSUE: 01; REV. 00 FORM 2.2.1_IT Blocks 1 – 9 for PPCD entries
Page: 5-25
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
SECOND SHEET
ATTENTION: This Sheet must be attached to the Removed from A/C (Unserviceable) COMPONENT
Certificate Ref. № :
IDENTIFICATION TAG Work Order/Contract/Invoice:
SERVICEABLE PART
Item Part Description Part Number Eligibility QTY Serial Number Status / Work
Remarks:
SHELF LIFE LIMIT:
UNSERVICEABLE PART
A/C Reg.
Serial Number
Part Description Part Number № 1. TSN 2. TSO 3. TSLR
Hours
Reference: STA: Pos. № Cycles Reference:
Failure Description / Reason for Removal:
Months
5. Remarks:
Name: Stamp: Signature: Date: 6. Name: 7. Stamp: 8. Signature: 9. Date:
MOE ISSUE: 01; REV. 00 FORM 2.2.1_IT Blocks 1 – 9 for PPCD entries
Page: 5-26
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
Certificate №
SERVICEABLE TAG Work Order №
PART NAME:
PART NUMBER:
SERIAL / MFG BN: / INSPECTED BY
STORE BATCH NUMBER: NAME:
MATERIAL CLASS: SIGNATURE:
SHELF LIFE LIMIT: STAMP:
QTY: DATE: ___ / __ / ______
MOE ISSUE: 01; REV. 00 FORM: 2.2.2_ST.

Page: 5-27
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
Certificate №
REJECTED TAG №_____
Work Order №
PART NAME PART NUMBER SERIAL NUMBER IDENTIFICATION NUMBER QUANTITY
FINDING DESCRIPTION
REASON FOR REJECTION
NAME STAMP TITLE SIGNATURE DATE
FINAL DECISION
NAME STAMP TITLE SIGNATURE DATE
MOE ISSUE: 01; REV. 00 FORM: 2.2.3_RT

Page: 5-28
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
DISCREPANCY SHEET № :______
Date Location Name of MO/Supplier MO/Supplier Responsible person
(NAME) (POSITION)
Subject of Discrepancy:
MAINTENANCE ORGANIZING PROCEDURES OTHERS
Short Description of Discrepancy:
Reference (if applicable):
AGREEMENT APPROVED DATA PROCEDURE AVIATION REGULATIONS
Recommended actions (if required) for Rectification / Improvement:

1.
2.
3.
Corrective Actions YES NO DATE:
“VIM Airlines” Quality Department

(POSITION) (NAME) (SIGNATURE)
Performance of Corrective actions for Rectification / Improvement (short description):

1.
2.
3.
ATTACHMENT: YES NO ATTACHED SHEETS QUANTITY:
Reference (if applicable): FINAL DATE

TLB GFB CLB ANOTHER DOCUMENT
“VIM Airlines” Quality Department
(POSITION) (NAME) (SIGNATURE)

Dispatch to: 1st copy – CWAD; 2d copy – MD; 3 th copy – A.A. (if required)
MOE ISSUE: 01; REV. 00 FORM 2.2.4_DS

Page: 5-29
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
TEMPORARY REMOVED A/C REG. №:

COMPONENT TAG
IPC PART NAME PART NUMBER SERIAL NUMBER GFB REFERENCE
POSITION (SYS.; APU; ENG.) MECH. NAME/STAMP MECH. SIGNATURE DATE
REASON FOR REMOVAL: PART CONDITION
SERVICEABLE UNSERVICEABLE
MOE ISSUE: 01; REV 00 FORM: 2.2.5 TRT

Page: 5-30
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
SWAP
ROB / SWAP TAG №_________
ROB
Name
7.Approved Signature
( Stamp)
1. IPC PART NAME:_____________________________________________ by Shift
Leader
SERVICEABLE 8. UNSERVICEABLE 10. SERVICEABLE

2. IPC PART NUMBER: P/N: P/N:
3. SERIAL NUMBER: S/N: S/N:
4. REMOVED FROM 5. INSTALLED ON 9. REMOVED FROM 11. INSTALLED ON
A/C REG. №: A/C REG. №: A/C REG.№: A/C REG.№:

Engine S/N: Engine S/N: Engine S/N: Engine S/N:
APU S/N: APU S/N: APU S/N: APU S/N:
Position: Position: Position: Position:
Station: Station: Station: Station:

Date: Date: Date: Date:
Mechanic Inspector Mechanic Inspector Mechanic Inspector Mechanic Inspector
Reference №: Reference №: Reference №: Reference №:

6. Reason for Removal: 12. Failure Description:
(short description)
MOE ISSUE: 01; REV. 00 Blocks 8 – 12 only for ROB procedure. FORM 2.2.6_RST
Page: 5-31
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
Form Printing Date:

2.4.1_MTEL MASTER TOOL AND EQUIPMENT LIST
Issue 1 Rev : 0 Page:
Date: 01.06.08
Сводный перечень инструмента и оборудования
I MANUFACTURER PART IDENTIF. SERIAL Location QTY COND CALIC EFFECTIVITY REMARKS
T Производитель NUMBER DESCRIPTION НАИМЕНОВАНИЕ NUMBER NUMBER Состояни RATED Применяется на Примеча-
E Чертёжный Идент. номер Серийный Нахожде- К-во е (новый, Y/N ния
M номер номер ние восстан.) Калибр
уемый
Page: 5-32
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
Calibration List
Последняя След.поверка Маркировка
P/N Место Замечания
№ поверка
Наименование Description Тип , S/N Last
п/п Next calibr. Location
модель calibration Marking Remarks
MOE ISSUE: 01; REV. 00 FORM 2.5.1_CL

Page: 5-33
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
Tool Individual File
Description
Part.№ Serial № Identification №
Periodicity of calibration Periodicity of maintenance
Result of
№
Item
Calibration date Maintenance date calibration

Docum.
/maintenance
Last Next Last Next
MOE ISSUE: 01; REV. 00 FORM 2.5.2_TIF

Page: 5-34
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
CALIBRATION STICKER
DATE OF CALIBRATION
LAST NEXT
Part.№
Serial №
SIGNATURE:
MOE ISSUE: 01; REV. 00 FORM 2.5.3_
Page: 5-35
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
WORK PACKAGE
WORK SUMMARY SHEET
№
A/C TYPE: MP REVISION: ISSUED BY: PPCD
AIRCRAFT MSN STATION DATE

№ JOB NUMBER JOB DESCRIPTION NAME / STAMP SIGN
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
Every DAILY or RAMP CHECK write down APU accumulated: HRS_________________;

MOE ISSUE: 01; REV. 00 FORM 2.13.1_WSS
NOTE: TO AVOID ANY ERRORS DURING MAINTENANCE ON CRITICAL SYSTEMS SUCH AS ENGINES, DIFFERENT
MAINTENANCE PERSONAL OR CROSS CHECKING WORK PERFORMANCE SHOULD BE APPLIED TO THE
MAINTENANCE&SERVICE ON THESE SYSTEMS.
STA: DATE: UTC: ACCOMPLISHED:

Name / Stamp Signature
The signature under this certificate certifies that the work specified, except as otherwise specified, was carried out in
accordance with PART-145 and in respect to that work the aircraft is considered ready for release to service.
Page: 5-36
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
PAGE PRINT DATE

MAINTENANCE
JOB CARD
WP №: JOB CARD № : ACTION EVENT A/C REG
STAFF
REFERENCE DOWN TIME M/H PREPARED BY APPLICABILITY
SIZE
JC REV ISSUE ZONE ACCESS PPCD PLANNED BY
TASK
POS JOB DESCRIPTION MECH INSP
CODE
1.
2. S
3. S
3. S
Con
t.
4.
STATION DATE ACCOMPLISHED
MOE ISSUE: 01; REV. 00 FORM 2.13.2_MJC

Page: 5-37
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
PAGE PRINT DATE

MAINTENANCE
JOB ORDER
WP №: JOB ORDER № : ACTION EVENT A/C REG
REFERENCE STAFF DOWN M/H

PREPARED BY APPLICABILITY
SIZE TIME
TASK
POS JOB DESCRIPTION MECH INSP
CODE
1.
2. S
3. S
3. S
Cont
.
4.
5.
MOE ISSUE: 01; REV. 00 FORM 2.13.3_MJO

Page: 5-38
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
ENGINEERING ORDER
ATA ENGINEERING ORDER TYPE ENGINEERING ORDER NUMBER EO REVISION ISSUE DATE PAGE
38 of 56
EO Title:
References:
Ref. Document Number (Title): Amdt. / Rev. / Issued by: Date:
: Issue:
Modification / Repair required:
Applicability:
Aircraft Model:
Aircraft MSN:
Engine Type:
Engine S/N:
Component name:
Component P/N:
Planning Data:
Items: Date, FH, FC, Action:
Initial Accomplishment:
Repetitive Accomplishments:
Final Accomplishment:
Items Affected: YES NO YES NO
Weight and Balance: Material Provisioning:
Operations / Performance: Interchangeability:
Warranty: Special Tools / Equipment:
Total costs:
Distributed to:
Page: 5-39
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
Company: Department: Name: Signature:
Preparation / Approval:
Items: Name: Title: Date: Signature:

Prepared by:
Issued by:
Approved by:
Page: 5-40
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
COMPONENT CHANGE ORDER

WP №: JOB CARD № : ACTION EVENT A/C REG
STAFF
SIZE
JOB DESCRIPTION
Perform replacement of the following component:
IPC Part Name: _________________________ ;
IPC ____________; p. _______; item_________;
in accordance with AMM ____________; p. b. _______;
and write down the required data:

TASK
POS. REQUIERED RECORDS OF COMPONENTS MECH INSP
CODE
FOR REMOVED PART
POS. #: PART #
1.
SERIAL #
FOR INSTALLED PART
POS. #: PART #
2.
SERIAL #:
MAKE ENTRY OF THE COMPONENT REPLACEMENT IN

3.
GFB WITH REQUIRED DATA
DATE PPCD
PLEASE SEND THIS FORM OF REPLACEMENT TO “VIM
1.
AIRLINES” PPCD WITH E- MAIL PPCD@VIM-AVIA.COM
MOE ISSUE: 01; REV. 00 FORM 2.13.5_CCO.
Page: 5-41
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
COMPONENT VISUAL CHECK ORDER

WP №: VCO CARD № : ACTION EVENT A/C REG
STAFF
SIZE
JOB DESCRIPTION
Perform visual inspection of the following components and write down

the required data in accordance with:
IPC ______; p. __; item___;
IPC Part Name:________;
TASK
POS. REQUIERED RECORDS OF COMPONENTS MECH INSP
CODE
1. POS. #: PART #:
SERIAL #:
2. POS. #: PART #:
SERIAL #:
3. POS. #: PART #:
SERIAL #:
4. POS. #: PART #:
SERIAL #:
5. POS. #: PART #:
SERIAL #:
6. POS. #: PART #:
SERIAL #:
7. POS. #: PART #:
SERIAL #:
8. POS. #: PART #:
SERIAL #:
MOE ISSUE: 01; REV. 00 FORM 2.13.6_VCO

Page: 5-42
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
Page: 5-43
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008

Page: 5-44
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
CERTIFICATE OF RELEASE TO
SERVICE
DESIGNER: MODEL: MSN:
REGISTRATION STATE OF
NUMBER: REGISTRATION:
AIRCRAFT AIRFRAME ENGINE # 1 ENGINE # 2 APU

DATA
MSN: MSN: MSN:
FLIGHT HOURS * * *
FLIGHT CYCLES * * *
* IF KNOWN ONLY
OPERATOR:
Work performed in:

(place of performance)
Description of work accomplished:
Deferred Items: According to attached “List if Deferred Items”, if required
Hardtimes and pertinent details of performed work are on

“ Work Summary Sheet” of Work Package № :
Documentation / Approved data

1)
All items above listed are performed in accordance with Aircraft maintenance manual and other approved
data
Maintenance Programme Issue:______ Rev.:________ Date:____________
“The signature under this certificate certifies that the work specified, except as
otherwise specified, was carried out in accordance with Part - 145 in respect to that work the aircraft is considered ready for
release to service”.
With Flight Test* * Note: Tick where is required.

Without Flight Test*
.
STA: Date: Name: Authrorised

Stamp: signature:
(Authorisation number)
AMO Approval Reference: EASA.145.0410
MOE ISSUE: 01; REV. 00 FORM: 2.16.1_CRS.

Page: 5-45
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
A/C Type: Page: 01 of XX

LIST OF DEFERRED ITEMS
WORK PACKAGE № A/C Reg. : MSN:
№/№ JOB CARD № DESCRIPTION REASON SHIFT LEADER DEADLINE PPCD REPRESENTATIVE
PREPAIRED BY PPCD: _________________________________ _________________________________

Name / Stamp Signature
DATE: ________________ __________
MOE ISSUE: 01; REV. 00 FORM 2.16.2_LDI.

Page: 5-46
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
AUTHORISED RELEASE
1. Approving Competent Authority / 3. Form Tracking
Country .2. Number
EASA CERTITICATE
EASA FORM I
Form 2.16.3_EFI MOE Issue: 01 Rev.: 00
4. Approved Organization Name and Address: 5. Work Order/Contact/
Invoice
VIM Airlines,
Airport Domodedovo,
142015, Russia,
Phone: +7 (495) 795-35-04
Fax: +7 (495) 967-83-63
6. Item 7. Description 8. Part No. 9. Eligibility* 10. Qty 11. Serial/Batch No. 12. Status/Work
Inspected
13. Remarks
14. Certifies that items identified above were manufactured in conformity to:
19. Part 145.A.50 Release to Service Other
regulation
⁭ approved design data and are in condition for safe operation specified in block 13
Certifies that unless otherwise in block 13, the work identified in

⁭ non-approved design data specified in block 13 block 12 and described in block 13, was accomplished in
accordance with Part-145 and in respect to that work the items are
considered ready for release to service.
15. Authorized Signature 16. Approval/Authorization Number 20. Authorized Signature 21. Approval/ Authorization
Number
17. Name 18. Date (d/m/y) 22. Name 23. Date (d/m/y)
EASA Form 1 * Installer must cross-check eligibility with applicable technical data
Page: 5-47
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
VIM Airlines Maintenance

Organisation
Part 145 EASA approval # 145.0410
Certifying staff authorisation #
1 Full name
2 RCAA ML
3 Category
4 A/C type
5 Limitations
6 Date of
issue
7 Valid till
8 Stamp
(sample)
9 Holder
signature
(sample)
I understand the extent of my
10 responsibilities, authority and limitations
/Holder signature/
11 Quality Assurance Form
Manager’s signature: 3.4.1_CA
Page: 5-48
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
List of Certifying Staff Page ___ of ____

MOE ISSUE: 01; REV. 00 FORM 3.5.1_LCS
№ Name and forename Position in Company Stamp Limitation of the certification Date of the first issuance Date of expiry
company Authorization authorization of certification
№ authorization
Page: 5-49
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
Personal file
Персональный файл
NAME
Ф.и.о.
DATE OF BIRTH
Дата рождения
GRADUATED FROM
Образование
QUALIFICATION
Квалификация
EXPERIENCE
Опыт работы
SPECIAL TRAINING
Специальные курсы
обучения
LICENSE
Лицензирование
EXPIRY DATE AND

NUMBER OF THE
AUTHORIZATION
Срок действия и номер
лицензии компании
STAMP
AND
HOLDER
SIGNATURE
Образец штампа и
подписи
FOREIGN
LANGUAGE
Иностранный язык
Quality Assurance Manager _________________ ___/

___________/200
(Начальник ДОК)
Page: 5-50
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
Continuation
training
Курсы повышения
квалификации
Quality Assurance Manager _________________ ___/

___________/200
(Начальник ДОК)
Page: 5-51
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
Manpower Resources
Общее число персонала
MOE ISSUE: 01; REV. 00 FORM 3.5.3_MP
The following numbers of employees are at VIM Airlines Part-145 MRO:
Quality Assurance Accountable Manager Assistance of Technical

- Technical Director Director
Department
Contracts&
Department
Engineering
Department

Maintenance Manager)
PPCD
MCC Maintenance
Repair
Station (MRS)
Total in AMO:
Page: 5-52
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
LIST OF THE CONTRACTING OPERATORS
Contract
Operators Name Address, Note
contacts
№ Date of signing
Контактные
Официальное название Дата
эксплуатанта
телефоны, Номер Примечания
адреса и др. подписания
Prepared by: Contracts & Warranty Administration Manager_________________
MOE ISSUE: 01; REV. 00 FORM 4.1.1_LCO

Page: 5-53
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
5.2 List of Approved Suppliers/Subcontractor.
Where applicable, List of Approved Suppliers/Subcontractors FORM 2.1.3_LAS is used.

Page: 5-54
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
5.3 List of Line maintenance locations as per 145.A.75 (d).
Not applicable at the moment

Page: 5-55
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008
5.4 List of Contracted organizations as per 145.A.70(a)(16).
Not applicable at the moment

Page: 5-56
Issue: 01 Rev.: 00
EXPOSITION
Effect.: 01.11.2008

VIM Airlines MOE

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Page: 0-1

Limited Liability Company

MAINTENANCE ORGANISATION EXPOSITION

MOE LLC “VIM Airlines”

The legal address:

Maintenance Repair Station:

0.1 TABLE OF CONTENT

0.1 Table of contents

1.1 Corporate commitment by the Accountable Manager

PART 2 MAINTENANCE PROCEDURES

2.1 Supplier evaluation and subcontract control procedure.

2.16 Release to service procedure.

PART L2 ADDITIONAL LINE MAINTENANCE PROCEDURES

L2.1 Line maintenance control of aircraft components, tools, equipment etc.

PART 3 QUALITY SYSTEM PROCEDURES

3.1 Quality audit of organisation procedures.

4.1 Contracted operators.

4.3 Operator record completion.

5.1 Sample of documents.

0.2 LIST OF EFFECTIVE PAGES

Date of Date of Date of Date of

Date of Date of Date of Date of

Date of Date of Date of Date of

0.3 LIST OF THE ISSUES/AMENDMENTS

MANUAL NAMЕ: ________________________________________________________

REV. # REV.DATE DAТЕ REVISION REVISED ВY

0.4 AMENDMENT PAGE

Revision No: ___________

Type of amendment / change: Minor Major

Pages cancelled Pages inserted Contents

0.5 DISTRIBUTION LIST

Number of the copy Name of Holder

0.6 MOE REVISION ACKNOWLEDGEMENT

MANUAL I DOCUMENT NAME: ______________________________________

NEW REVISION NUMBER: _____________ NEW REVISION DAТЕ: ____________

MANUAL I DOCUMENT NUMBER: ________________________________________

ASSIGNEE NAME I LOCATION:___________________________________________

NAME OF PERSON INCORPORATING ТНЕ REVISION:_______________________

DАТЕ MANUAL I DOCUMENT REVISED:___________________________________

(Return this MANUAL / DOCUMENT REVISION ACKNOWLEDGEMENT FORM to the

Master MOE (Copy No 01) is maintained by the Quality Assurance Manager.

A.A. Aviation Authority or Aviation Administration

INTENTIONALLY LEFT BLANK

VIM Airlines (ООО “Авиакомпания “ВИМ-АВИА“) has established its Maintenance

1.3 MANAGEMENT PERSONNEL

Reference: EASA Part 145.A.30(a,b)

Accountable Manager – Technical Director: Alexander G. Ivanov

In case of lengthy absence deputized by: Head of Engineering

Quality Assurance Manager: Mikhail Y. Popov

Production Manager: Sergey Radchenko

In case of lengthy absence deputized by: MRS Manager

Maintenance Repair Station (MRS) Manager: Andrey Litvinov

Engineering Department Manager: Andrey N. Averin

In case of lengthy absence deputized by: The most qualified Engineering

Production Planning & Control Department (PPCD) Manager: Yuriy A. Bagrov

Material Support Manager: Igor V. Zhuravlev

In case of lengthy absence deputized by: AOG Desk Manager

Maintenance Coordination Centre (MCC) Manager: Andrey M. Putilin

1.4 DUTIES AND RESPONSIBILITIES OF THE MANAGEMENT PERSONNEL

NEW REVISION NUMBER: _ NEW REVISION DAТЕ: